Aviation News Talk – Pilot Stories, Safety Tips & General Aviation 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 following a go-around. The discussion then turns to touch-and-go landings, which both Max and Tom strongly discourage in retractable-gear airplanes. A pilot reaching to retract the flaps can inadvertently select the landing gear instead. They similarly recommend not reconfiguring the airplane during the landing roll. Wait until the airplane is clear of the runway and preferably stopped on the taxiway before moving flap or similar controls. And pilots should not assume squat switches will save them. Turner describes observations showing that systems tied to weight-on-wheels switches may not recognize the airplane as firmly on the ground until surprisingly late in the landing roll—and may switch to flight mode early during takeoff. Bumps and unloading of the landing gear can further reduce their effectiveness. Gear collapses also have a significant maintenance component. At American Bonanza Society maintenance evaluation events, aircraft are placed on jacks and their landing gear rigging and downlock tensions are carefully inspected. Turner says it is not unusual for roughly two airplanes out of a 24-aircraft event to have gear tensions so far out of tolerance that the owners are advised not to fly until adjustments are made. ABS considers improper rigging serious enough that it developed a 38-step landing gear inspection checklist to supplement normal Beechcraft inspection procedures. Finally, Turner discusses what to do when the gear itself malfunctions. If the gear begins to extend and then jams, perhaps popping the motor circuit breaker, repeatedly cycling it may turn a damaged push rod or rod end into a complete failure. Instead, Turner recommends following the airplane's approved manual landing gear extension procedure, which can place less stress on a compromised system and may give the pilot the best chance of getting all the gear down. The episode highlights the American Bonanza Society's Put Your Gear Down campaign, which makes decades of landing gear operating and maintenance information available to pilots of all retractable-gear airplanes. Its goal is simple: replace the familiar saying that there are "those who have and those who will" have a gear mishap with a third category—pilots who use disciplined operating and maintenance practices to make sure it never happens to them. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. 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Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks with 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 easier to stand at a board, explain concepts clearly, and teach an examiner during the practical test. The discussion then turns to how CFIs can earn more and build long-term credibility. Greg compares flight instruction to golf or tennis instruction: the best instructors are not necessarily the cheapest, but the ones who provide the most value. He recommends building references, earning additional instructor ratings, pursuing credentials such as Master Flight Instructor, and developing expertise. Max adds that specialization can move an instructor up the value chain. A CFI might become known for tailwheel training, glass cockpit instruction, instrument training, mountain flying, aircraft ownership, Cirrus training, Mooney training, or another niche. Greg and Max also explore the deeper human side of flight instruction. Greg tells two stories about challenging students. One student showed poor judgment and returned from a long solo cross-country with nearly empty tanks and a damaged wing after failing to refuel. Another student, a CFI applicant, performed terribly on a checkride because of severe test anxiety, even though he had been well prepared in training. Rather than dismiss him, Greg helped connect him with support. That student eventually became an airline captain. The lesson: some problems reflect character and judgment, while others are barriers a good instructor can help a pilot overcome. Near the end of the episode, Greg asks listeners to think of the flight instructor who most influenced their lives. Max names his primary instructor, Dick Johnston, and recalls how his advice still echoes decades later. Greg remembers his own primary instructor, Bob Vetter, who let him recover from an inadvertent spin under careful supervision and taught him lessons that shaped his own approach to instruction. Max closes by describing flight instructing as a sacred responsibility. CFIs are not merely preparing students for checkrides; they are helping pilots build the judgment and habits that may keep them alive for decades. Greg agrees and shares how meaningful it is to hear from former students, now airline captains, who still remember the role he played in their lives. This episode is both a practical guide to CFI jobs and a reminder that flight instructors can profoundly shape the future of the pilots they teach. 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. 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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 Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks with Rob Mark about the fatal crash of Cirrus SR22T N17DT near Shelbyville, Indiana, and why this accident is so instructive for any pilot who flies approaches at low altitude with high workload. The NTSB's probable cause centers on inadequate airspeed and an aerodynamic stall, but the real value is in the flight data that shows how the airplane got there: low power held for an extended period, repeated stall warnings, multiple ESP interventions, and flaps that ultimately remained retracted until impact. This episode matters because it's rare to have this level of detail. The NTSB recovered onboard data that captures dozens of parameters multiple times per second—far more than you usually get from ADS-B alone. Max describes how the NTSB published extensive graphs and also released a spreadsheet of recorded parameters. The spreadsheet didn't include position data, so Max combined it with ADS-B track points and interpolated the missing locations to create a second-by-second reconstruction. The result is a cockpit-style view that shows airspeed, pitch attitude, power, flap position, stall warning activations, and ESP engagement together—so you can see the chain of events, not just the endpoint. The key factual finding: the engine was operating normally. The "partial engine failure" theories that circulated right after the crash don't hold up against the final report and recorded parameters. Instead, power was pulled back to a very low setting—about 15%, roughly 10–11 inches of manifold pressure—and held there. That's close to a landing-power setting, which means airspeed and energy must be managed carefully to avoid drifting toward stall, especially if configuration changes. The second key finding is configuration. The flap record shows the flaps briefly at about 50% and then transitioning to 0%. Later, the data shows the flaps again toggling, but ultimately the airplane ends up with flaps retracted and stays that way until the crash. That detail is not cosmetic—stall speed is strongly affected by flap setting. In a low-power approach, retracting flaps increases stall speed and requires a different pitch picture and energy plan. If the airplane is flown as if it has more lift available than it actually does, airspeed can silently bleed away. As the airplane slowed, the recorded data shows repeated stall warning activations in the final minute, and ESP (Envelope Stability Protection) engaging multiple times. ESP is designed to help discourage pilots from exceeding the envelope by nudging pitch and roll back toward safer values, but it can't create airspeed or altitude. It's a guardrail, not an autopilot that can save a low-altitude slow-speed situation once the margin is gone. In the reconstruction, stall warnings and ESP engagement cluster around the periods when the airplane is slow, pitched up, and operating near the edge of the envelope. Witness observations align with a low-altitude stall sequence. A driver on a nearby interstate described the airplane as very low, appearing to "hang," then making a sharp turn. The witness observed a wing drop and rapid rocking from one wing vertical to the other before the aircraft disappeared behind trees and a fireball was seen seconds later. The NTSB's recorded data similarly shows the airplane slowing near stall speed followed by a loss of control consistent with a stall at low altitude. The practical lessons are direct and transferable to any airplane, not just a Cirrus. First, treat any stall warning on approach as a command—not a suggestion. You don't troubleshoot while the airplane is approaching the critical angle of attack. Your first move is to reduce angle of attack (unload) and regain airspeed. Second, make configuration errors harder to commit and easier to catch. Flap position is not a "set it and forget it" item when workload is high. Use callouts, verify indications, and confirm the pitch picture matches the configuration you think you have. Third, recognize that "low-power" plus "slow" plus "turning" is the classic trap. Bank increases stall speed, and when you're low, you don't have the altitude budget to recover from a stall break and wing drop. Finally, this episode reinforces a mindset: the accident wasn't one bad second; it was a sequence of small choices and small drifts that added up to zero margin. The data shows multiple warning opportunities—stall horn and ESP events—before the final loss of control. The goal for listeners is not to judge the pilots. It's to build habits that make this chain harder to start, easier to detect, and easy to abandon early. When the airplane is telling you it's running out of margin, believe it—then reset the approach while you still have altitude to spare. 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. 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Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks with Mark Waddell of the Cirrus Owner and Pilots Association (COPA) about how Cirrus pilots can reduce accidents by focusing on the places where the accident chain most often begins: unstable approaches, indecisive go-arounds, and delayed choices during power-loss events. They discuss what pilots are doing in the cockpit that turns routine flights into incidents, and what specific habits and training standards reduce that risk. Mark explains that 2025 included eight fatal Cirrus accidents and twelve CAPS saves. Mark argues that the big safety wins come from addressing repeatable patterns: how pilots manage energy on final, how quickly they reject a bad approach, and how early they commit to the safest outcome when the engine isn't reliable. A major theme is decisiveness in abnormal situations, especially anything involving power. Mark walks through how power-loss or engine-roughness events can seduce pilots into flying a normal pattern and hoping things stabilize. That often burns altitude and distance in exchange for false comfort. The operational hazard is simple: the moment a pilot realizes the runway is no longer assured, they're already low, already out of options, and now forced into rushed decisions. Mark emphasizes that when the engine is uncertain, "normal" is the enemy. The airplane doesn't care that the pattern looked tidy; it only cares whether you end up with a survivable outcome. This ties directly into CAPS decision-making. Mark's message is not "CAPS solves everything," but rather that pilots need an explicit decision framework that prevents them from negotiating with themselves while altitude evaporates. He discusses the idea of a CAPS hard deck—an altitude by which, if a pilot is not certain of a safe landing outcome, they commit to pulling the handle. The point of a hard deck isn't to remove judgment; it's to remove hesitation. If you wait until you're low, you've converted a controlled, survivable deployment into a desperate last-second attempt. In that sense, the hard deck is less about the parachute and more about training the pilot's brain to act early enough for any option to work. From emergency decisions, the discussion moves to the most universal risk zone: landing and go-around. Mark notes that a large share of reportable events occur during landing or during an attempted go-around. That makes this phase-of-flight a high-leverage target for training, standards, and self-discipline. The trap is that approaches feel "fixable" until they suddenly aren't. Pilots often rationalize small deviations—slightly fast, slightly high, slightly untrimmed—because they believe they can correct it in the last few hundred feet. But each late correction is an energy trade, and those trades frequently end with excessive speed over the threshold, a flat touchdown, a bounce, or a rushed go-around. They get specific about the "flat landing" pattern. Mark challenges a common cultural habit: equating "smooth" with "good." In many airplanes—and especially in a fast, slick airplane—chasing smoothness can encourage a flatter attitude and higher speed, which increases the chances of touching down on the nose gear or loading it too early. That can lead to nose-gear abuse, shimmy events, prop strikes, and expensive engine tear-downs. Max reinforces the technique side: trimming matters. If pilots are muscling the airplane through configuration changes and final approach, they're behind the airplane before the flare even begins. A well-trimmed airplane is easier to slow, easier to pitch correctly, and easier to land in the right attitude without forcing it onto the runway. Go-arounds get treated as a primary skill, not a backup plan. Mark describes why late go-arounds are especially dangerous: if a pilot waits until a bounce or a deep, unstable touchdown attempt, the airplane is close to the ground, slow, and in a configuration that can punish abrupt changes. The go-around itself is not complicated, but it requires coordinated execution: power comes in, right rudder counters yaw, pitch is managed to prevent an excessive nose-up attitude, and configuration changes are timed rather than rushed. A common failure mode is trying to do everything at once—adding power, retracting flaps too aggressively, and pitching up—creating a stall-prone situation at the worst possible altitude. Mark's guidance pushes pilots toward objective gates: if the approach isn't stable by a defined point, you go around—period. The pilots who get into trouble tend to have elastic standards. They keep moving the goalposts because they want the landing to work. Mark argues that consistency is the cure: standardized stabilized-approach criteria, practiced go-arounds that feel routine, and an acceptance that a go-around is not a failure, it's good judgment. They also address proficiency and recency, emphasizing that safe performance is less about total hours and more about how frequently a pilot is flying and practicing the right skills. Mark points out that annual hours correlate strongly with landing outcomes; low annual utilization can create a false sense of competence because the pilot has experience, but not recent repetition. The solution isn't heroic flying—it's structured practice: recurring instruction, intentional go-around reps, and consistent standards that prevent "drift" back into sloppy technique. To make those standards stick, Mark advocates data-driven debriefing. Instead of relying on subjective feel—"that was fine"—pilots can use post-flight tools, such as FlySto and ForeFlight's Cloud Ahoy, to evaluate approach stability, speed control, glidepath consistency, and touchdown energy. The goal isn't chasing a score; it's finding patterns that predict future mistakes. If your data repeatedly shows fast thresholds, unstable vertical paths, or late corrections, you now have something specific to train. Mark's point is blunt: most pilots don't need more aviation wisdom; they need feedback that's objective enough to change behavior. The episode's bottom line is that Cirrus safety is not about secret techniques. It's about earlier decisions, tighter standards, and repeated practice in the phases of flight where accidents are born. Nail stabilized approaches, normalize early go-arounds, commit sooner in power-loss scenarios, and use honest debriefing to identify risk trends before they turn into an NTSB report. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the ShowCirrus Owner Pilots Association (COPA) COPA YouTube Channel Video: Garmin Green Donut Explained Buy Max Trescott's G3000 Book Call 800-247-6553 a Aviation News Talk Network podcasts NTSB News Talk podcast UAV News Talk podcast Rotary Wing Show podcast Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks with Dr. Catherine Cavagnaro about how aerobatic training builds safer, more confident pilots by reducing loss of control, improving stall and spin awareness, and shortening the startle response. Although many pilots associate aerobatics with airshows or extreme flying, this conversation reframes aerobatic training as a practical safety tool that directly applies to everyday general aviation operations. Catherine explains that the core value of aerobatic training lies in learning where "the edge" of aircraft control really is. Many pilots are taught to avoid stalls and spins at all costs, which can unintentionally create fear rather than understanding. Aerobatic training deliberately takes pilots past that edge in a controlled environment so they can see, feel, and understand what happens beyond it. Once pilots truly understand where that boundary lies, they are far better equipped to avoid unintentionally crossing it during normal flight. A major theme of the discussion is loss of control, which remains one of the leading causes of fatal aviation accidents. Catherine describes how many loss-of-control events are not caused by a lack of knowledge, but by startle response and improper control inputs under stress. When something unexpected happens—such as an uncommanded roll, a botched go-around, or a developing stall—pilots often freeze for several seconds or react instinctively in exactly the wrong way. Aerobatic and upset-recovery training helps shorten those "extended dumb moments" by making unusual attitudes familiar rather than frightening. Catherine shares real-world examples from her experience as a Designated Pilot Examiner. In one case, a commercial pilot applicant mishandled a power-off stall by applying aileron instead of reducing angle of attack, which aggressively drove the aircraft into a spin. The pilot then added power while still stalled, compounding the problem. Catherine explains that this reaction mirrors what has been seen in fatal airline accidents, where pilots pulled back and applied aileron during stall events instead of pushing forward. These moments highlight why understanding stalls, spins, and proper recovery techniques is essential well beyond the private pilot level. A key technical takeaway from the episode is the importance of angle of attack. Catherine emphasizes that losing directional control is a clear sign of an impending stall, and that rudder alone is often insufficient to stop a departure once it begins. Simply pushing forward on the controls—reducing angle of attack—can immediately end the event. Aerobatic training reinforces this lesson repeatedly, helping pilots build instinctive, correct responses rather than relying on rote memorization. The conversation also explores how control authority changes with airspeed. Catherine explains that pilots tend to be overly gentle on the controls when flying slowly, particularly near the ground during takeoff and landing. Ironically, that is precisely when larger, more deliberate control inputs are required. Aerobatic maneuvers such as loops, rolls, and Immelmann turns vividly demonstrate how sluggish controls become at low airspeeds and high angles of attack, making these lessons stick in a way that textbooks cannot. Max and Catherine discuss how aerobatic training is structured at her school. Rather than offering single "thrill ride" flights, Catherine teaches aerobatics as a multi-day course that includes extensive ground instruction before every flight. This ensures pilots understand exactly what will happen before experiencing it in the air. The goal is not to impress or intimidate, but to build confidence, predictability, and mastery. Students perform most of the flying themselves, which further reinforces learning and reduces anxiety. Another practical aspect of the episode focuses on managing motion sickness. Catherine shares wisdom passed down from aerobatic legend Bill Kershner, including the stages of nausea—Normal, Not So Much Fun Anymore, Sweat on Upper Lip, and the point of no return. Recognizing these stages early allows instructors to intervene before discomfort escalates. Simple strategies such as eating light meals beforehand, keeping airflow on the face, tensing abdominal muscles during high-G maneuvers, and ensuring students have their hands on the controls can make a significant difference. The discussion also touches on upset-recovery checklists used in airline training, such as "Push, Roll, Power, Stabilize." Catherine notes that while these checklists are effective, pilots must practice the full sequence under stress. Knowing only the first step—pushing forward—without following through can leave an aircraft in an equally dangerous situation. Aerobatic training provides the repetition needed to execute these steps smoothly and correctly when it matters most. Ultimately, the episode makes a compelling case that aerobatic training is not about becoming an aerobatic pilot. It is about becoming a better, safer pilot in any airplane. By replacing fear of stalls and spins with understanding and respect, aerobatic training equips pilots with a deeper mental and physical toolkit. Whether flying a simple trainer or a high-performance aircraft, pilots who understand the edge—and have practiced operating near it—are better prepared to keep themselves and their passengers safe. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $849 HOLIDAY SPECIALLightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the ShowCatherine Cavagnaro YouTube Channel Ace Aerobatic School Buy Max Trescott's G3000 Book Call 800-247-6553 Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Max talks with former KTVU 2 and KRON 4 anchor Ken Wayne, founder of Flying Tails, about his extraordinary animal rescue flights involving bear cubs, bald eagles, coyotes, and dozens of shelter animals across California. Drawing on his past experience as a Navy journalist, Ken describes the path that led him from military broadcasting to a major-market news career—and ultimately to a mission that blends aviation with wildlife rescue. Ken's journey began at the Navy's Defense Information School, where he learned print reporting, photography, radio, and TV production. His service assignments took him from the Aleutian Islands to the Mediterranean aboard the USS Biddle, and finally to Subic Bay in the Philippines, where he hosted a radio show and shot television stories for the Far East Network. He also frequently traveled by helicopter and even completed a carrier landing in a COD aboard USS Midway, building a deep appreciation for aviation. Years later, after buying a Cessna 182 and flying with friends, Ken discovered animal rescue missions through Pilots N Paws. His breakthrough came when he responded to a call seeking transport for two bear cubs from South Lake Tahoe to Ramona. That flight—completed the day before a long-planned trip to Paris—set the tone for what Flying Tails would become. The TV story went viral, helped earn him an award from the U.S. Humane Society, and brought new awareness to the potential of using GA aircraft for wildlife operations. Since then, Flying Tails has become California Fish & Wildlife's go-to aviation nonprofit. Ken describes rescuing seven bear cubs in one summer, including a tiny Ventura County cub that had to be bottle-fed by caregivers wearing bear suits to prevent human imprinting. That cub later lived in a world-class bear enclosure in Sonoma County before returning to the wild near Ojai. Another cub, found hairless in the El Dorado National Forest, was flown to the Sequoia Park Zoo after it was deemed unfit for winter survival. Flying Tails also rescues countless cats and dogs from overwhelmed Central Valley shelters. Ken recounts missions involving 21 animals at once—14 puppies found in a garbage bag, kittens injured in a tent fire, and dozens of animals who were mere hours away from being euthanized due to lack of space. He explains why animals move northward in California, where adoption demand is higher and shelter capacity more manageable. The organization's wildlife work includes transporting owls, hawks, raptors, and a bald eagle Ken released at Lake Almanor—a moment he describes as one of the most exhilarating of his life. Wildlife crates are lined with burlap to prevent feather damage, and after each flight, aircraft are disinfected to prevent disease transmission. Gloves, tie-downs, and careful weight-and-balance planning are essential parts of every mission. Emotionally, Ken says what keeps him going is watching animals shed their fear during flight. Many board the airplane scared, panting, or stressed from heat, only to fall asleep within 20–30 minutes at altitude. When the airplane lands in cooler Bay Area air, the animals appear visibly relieved. That shift—from fear to calm—is what Ken believes makes these missions so rewarding for pilots. Flying Tails is expanding rapidly. Ken recently premiered the first episode of his new PBS series Flying Tales, available on the PBS app, showcasing these missions and the beauty of California from the air. His long-term vision is to establish Flying Tails bases nationwide, enabling wildlife flights for sea turtles, alligators, wolves, and more. Pilots interested in joining the mission can sign up at FlyingTails.org or reach Ken directly. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Video of the Week: Episode #1 of Flying Tails television show Flying Tails website Flying Tails Facebook page Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

In this episode of Aviation News Talk, we begin with the developing details Weather accidents in general aviation often happen to pilots who genuinely believe they're cautious about flying in marginal conditions. But when you look closely at the chain of decisions that lead up to VFR-into-IMC crashes, a consistent pattern emerges—fatigue, long flights, pressure to complete a trip, weakening visibility, and the belief that "I can stay just under this." In Episode 404 of Aviation News Talk, Max Trescott unpacks a tragic example of this pattern and shows how NTSB data helps explain why GA pilots continue to stumble into weather accidents. Max begins with a detailed look at a 2023 crash involving a Piper Archer, N21480, flown by a 66-year-old private pilot who was en route from Maine to Sun 'n Fun. The pilot had made this long trip multiple times before and was familiar with the route. He departed Maine, stopped twice for fuel, and ended the day by sleeping on a couch in a pilot lounge—after ordering Uber Eats at around 8 p.m. According to his wife, the pilot routinely camped at airports, carried sleeping gear and guitars, and prided himself on being cautious about weather. The next morning, however, the signs of fatigue were visible. An airport employee who spoke with the pilot noted he looked tired and "could see the fatigue in his eyes." Despite checking weather and considering waiting out an approaching system, the pilot ultimately chose to depart. He told ATC he wanted to remain low—around 1,600 feet—to stay VFR under the cloud layer. Unfortunately, this strategy is one of the most dangerous choices a VFR pilot can make. Staying low reduces options, shrinks reaction time, and increases the likelihood of inadvertently entering IMC. Eight minutes after informing ATC he wanted to stay low to maintain VFR, the pilot's track shows the airplane turning right and descending. When the controller asked if he was maneuvering to stay below the clouds, the pilot replied: "Mayday, mayday, in the clouds, I'm going down." Witnesses described the airplane descending nearly straight down. The NTSB report revealed worsening weather, nearby convective activity, cloud bases around 1,300 feet AGL, and an overcast layer with tops near 3,500 feet. The pilot had passed an airport less than two miles before the crash—an airport he may have been trying to return to during his final 360-degree turn. But like many non-instrument-rated pilots who enter IMC unintentionally, he lost control within about a minute, consistent with studies showing that VFR pilots often lose control within three minutes of entering clouds. Max then connects this accident to a broader NTSB study, Risk Factors Associated with Weather-Related General Aviation Accidents (SS-05/01). This landmark analysis compared 72 weather-related accidents with 135 non-accident flights occurring nearby at the same time. The goal was to uncover what differentiates pilots who get into trouble from those who do not. The results were eye-opening. The most significant predictor was the age at which a pilot earned their first certificate, not their age at the time of the accident. Pilots who learned to fly at age 25 or younger had the lowest risk. Those who trained between 25 and 35 had a 4.5-times higher risk, between 35 and 45 had a 4.8-times higher risk, and pilots who started at 45 or older had a 3.4-times higher risk. The South Carolina pilot earned his certificate at around age 49. Another major factor was lack of an instrument rating. Non-instrument-rated pilots had a 4.8-times greater likelihood of a weather accident. Long flights were also a major contributor: legs of 300 miles or more sharply increased risk. Pilots involved in accidents were less likely to have obtained thorough weather briefings and more likely to have had previous incidents or accidents. One of the most striking findings concerned written and checkride performance. Accident pilots had cumulative pass rates averaging 84–86%, while non-accident pilots averaged around 95%. Some accident pilots had multiple failed checkrides, including one commuter pilot who had failed nine practical tests. The study concluded that stronger written and checkride performance was statistically linked to lower accident involvement. From there, Max shifts to what pilots can do differently, starting with awareness. Humans are poor at detecting gradual reductions in visibility—the "frog in warm water" problem. Max describes an early flight to Massachusetts where visibility slowly degraded from 25 miles to around 10 miles, yet he didn't notice until the change became obvious. To counter this, he recommends periodically estimating visibility in flight using runway lengths, moving-map distances, landmarks, and horizon clarity. Max also teaches a simple method for estimating cloud clearance using a 45-degree reference point on the cloud base. By timing how long it takes to reach the point beneath the cloud and using your groundspeed, you can determine if you're maintaining the required 500-foot clearance. The same geometry works for estimating horizontal cloud distance. Finally, Max emphasizes fatigue and decision-making. After nearly 10 hours of flying the day before, poor sleep on a couch, and an early morning departure, the pilot in the accident was not at peak performance. Nutrition also matters—low glucose levels degrade decision-making. Max stresses the need to set clear weather trigger points before departure, brief passengers on them, and stick to the plan. For any pilot who flies VFR, especially on long cross-country trips, this episode highlights why VFR-into-IMC accidents still happen—and how to stay VFR by using better judgment, better tools, and objective visibility cues. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1199 HOLIDAY SPECIALNEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Successful Parachute Pulls Hurricane Relief Flight Crashes in Florida General Aviation Adapts as FAA Adjusts Restrictions Fire Destroys Three Aircraft at Avon Park, Florida Hawker accident pilots chose not to wait for a test pilot Pilot presses wrong lever in unfamiliar plane N59BR, Challenger 1 experimental aircraft rudder pedals crash Joby Tests Military Hybrid VTOL Helicopter pilot pleads guilty in 2021 TN crash that killed passenger New Details on Alaska Airlines Pilot Who Tried To Kill Engines Mid-Flight Mentioned on the ShowBuy Max Trescott's G3000 Book Call 800-247-6553 Max's FLYING Column on use of the Autopilot APR key Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.

Vision Jet owner Ken joins Max Trescott to recount an unforgettable five-day training adventure that bridged the gap between piston flying and turbine jet proficiency. As a longtime Cirrus SR22 pilot from the Boston area, Ken had spent nearly a decade flying for both business and family trips, rarely exceeding 300 nautical miles from home. When he decided to upgrade to a 2019 G2 Vision Jet, he wanted more than a checkout—he wanted a head start on mastering the airplane before tackling the Cirrus type rating course in Knoxville. In this episode, Ken explains how his "pre-SOE" plan came together. After reaching out to Max, the two pilots scheduled nearly a week of flying to experience diverse weather, airports, and procedures. The goal: to learn the G3000 avionics, improve cockpit workflow, and build real-world familiarity before entering formal training. Their first day took them from Bedford, Massachusetts, to Burlington, Vermont, and then to Lancaster, Pennsylvania, where Max demonstrated how to safely cancel IFR and load a visual approach when haze and sun glare limited visibility. That night, while returning to Bedford, they learned the importance of aiming for runway aiming points—not the numbers—especially during night landings in jets. Day two brought a new challenge: deciding whether to fly west toward the Rockies or south toward better weather. A massive cold front made the decision easy, and the pair headed south instead. After a scenic leg along Long Island to Atlantic City, Ken received what Max called "the longest IFR clearance ever." Rather than manually entering the clearance into the G3000, Max showed how to import the flight plan directly from ForeFlight—a huge time-saver for managing long routes. That evening's destination was Greene County, Georgia (3J7), near Ken's in-laws' home at Lake Oconee. The stop held sentimental value: it was the same airport where Ken had first landed years earlier with his brand-new SR22. The next morning brought low fog and another teachable moment. When poor cell coverage prevented them from obtaining an IFR release, Max used the Vision Jet's SAT phone to call clearance delivery—a practical use for a feature many pilots overlook. Later that day, while practicing a VX climb—a maximum-performance takeoff used for steep departure gradients—Ken forgot to raise the landing gear, a common mistake during the high-workload maneuver. The oversight led to a discussion about better cues, timing, and division of tasks between pilots to avoid forgetting critical steps. They also discovered that one set of keys had been left in the cabin door—a harmless but memorable moment that required returning to the airport to retrieve them. From Georgia, they flew to Asheville, North Carolina, for real-world mountain experience, and then to John C. Tune Airport in Nashville. When ATC issued a last-minute vector, Max demonstrated how to safely "do nothing"—allowing the autopilot to intercept as planned instead of overcomplicating things. On day four, they returned to Boston. At night, controllers twice ignored their request for an ILS approach into Bedford, forcing a visual approach at higher altitude and steeper descent rates. Max explained why instrument approaches at night are always safer, and how overworked controllers sometimes inadvertently increase pilot workload. The final day offered a lighter tone: a short hop to Nantucket, one of Ken's favorite destinations. There, Max illustrated how adjusting throttle settings and altitude can drastically change fuel burn—saving nearly 18 gallons on a short leg by reducing power. Ken wrapped up by reflecting on what he gained from the experience: confidence, familiarity with the Vision Jet's systems, and a deeper appreciation for proactive learning. "I encourage other pilots to build their own syllabus," he said, "because flying with an instructor like Max before formal training was both incredibly valuable and a lot of fun." Whether you fly a Cirrus SR22 or aspire to own a Vision Jet, this episode is packed with insights about transition training, pre-type preparation, and real-world decision-making that can make any pilot safer and more capable. If you're getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon. Support the Show by buying a Lightspeed ANR Headsets Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let's you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk. Lightspeed Delta Zulu Headset $1299 NEW – Lightspeed Zulu 4 Headset $1099 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Send us your feedback or comments via email If you have a question you'd like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone. News Stories Hurricane Melissa relief by GA groups has begun Shutdown Driving Controllers Away From the Profession Garmin unveils two new pilot watches Pocket carbon monoxide detector for pilots introduced Missionary Pilot Kidnapped in Niger's Capital Fuel exhaustion leads to crash Dehavilland Beaver Crashes in Alaska after spotting Wolves After an emergency landing in Minnesota, plane seized by Indians Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway NTSB News Talk Podcast UAV News Talk Podcast Rotary Wing Show Podcast Buy ForeFlight Sentry ADS-B Receiver Montana small aircraft crash rate among highest in the nation Free Index to the first 282 episodes of Aviation New Talk So You Want To Learn to Fly or Buy a Cirrus seminars Online Version of the Seminar Coming Soon – Register for Notification Check out our recommended ADS-B receivers, and order one for yourself. Yes, we'll make a couple of dollars if you do. Get the Free Aviation News Talk app for iOS or Android. Check out Max's Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/ Social Media Like Aviation News Talk podcast on Facebook Follow Max on Instagram Follow Max on Twitter Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium "Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com If you purchase a product through a link on our site, we may receive compensation.