Aviation News Talk Podcast

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,

In this episode of Aviation News Talk, we begin with the developing details In this episode of Aviation News Talk, Max sits down with renowned safety expert Dr. Todd Conklin to explore some of the most important aviation safety lessons pilots can learn from Human & Organizational Performance (HOP)—a framework rooted in human factors, systems thinking, and the realities of how people actually perform in complex environments. Todd's work has shaped safety programs across multiple high-risk industries, and in this episode he explains how these ideas translate directly to aviation, both for professional pilots and general aviation flyers. Todd begins by reframing how pilots should think about safety. Safety is not a static condition or something you "have" because you passed a checkride; instead, safety is a capacity, similar to fuel, that must be built, protected, and constantly replenished. This capacity includes time to think, margin for error, resilience, and the ability to recover when something go

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

In this episode of Aviation News Talk, we begin with the developing details surrounding the crash of UPS Airlines Flight 2976, a McDonnell Douglas MD-11F cargo aircraft that crashed shortly after takeoff from Louisville, Kentucky. The aircraft, tail number N259UP, was a 34-year-old MD-11F powered by three General Electric CF6-80 engines. Bystander video shows the left engine separated from the wing, with the wing engulfed in flames as the aircraft lifted off. ADS-B data indicates the aircraft climbed less than 100 feet before beginning a descending, left-turning roll from which it did not recover. The crew had already passed V1, meaning they were committed to takeoff and did not have adequate runway remaining to stop. In situations like this, flight crews may have no survivable option, and this accident may represent one of those rare but tragic scenarios. We also compare aspects of this event to American Airlines Flight 191, the 1979 DC-10 crash at Chicago O'Hare. While both accidents involved the los

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 safel

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

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, offerin

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 TakeCyriel 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 DifferenceCyriel 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 reducin

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 eng

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 ti

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 pla

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.

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 commo

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 alum

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

Max Trescott teams up with Tom Turner—executive director of the American Bonanza Society’s Air Safety Foundation—to help listener Marc Brodecki weigh options for earning his private pilot certificate. Marc, a 39-year-old aerospace engineer in Los Angeles with glider experience, is evaluating three flight training options: a nearby tailwheel-focused school (that includes a Stearman), a larger flight school at Torrance using Sling aircraft, or buying and learning in the Beechcraft Bonanza he eventually wants to own. Tom provides extensive guidance on Bonanza ownership. He discusses which Bonanza models (S-35 or early V-35) fit Marc’s $100–$150k budget and breaks down the real-world operating costs—including fuel, maintenance, insurance, tie-downs, and the potential for large, deferred maintenance costs. He stresses that insurance for student pilots in complex aircraft like Bonanzas can be a barrier and suggests checking with brokers early. Max adds that avionics upgrades are costly and advises finding an

Max Trescott takes listeners inside the cockpit of the future in episode 390, as he shares his firsthand experience flying the fully electric Bristell B23 Energic trainer and talks with executives from H55, the Swiss company behind its electric propulsion system. This in-depth episode explores the technical, operational, and strategic aspects of electric flight training aircraft. The B23 Energic is a joint project between Czech aircraft manufacturer BRM Aero and H55, the latter founded by the team behind the Solar Impulse aircraft that flew around the world on solar power. Max discusses how H55 is focusing on producing electric propulsion systems—batteries, controllers, and motors—for aircraft manufacturers, rather than building entire aircraft themselves. This modular approach is designed to speed up certification and lower development costs. H55 CEO Martin Larose shares how the company is involved in several projects worldwide, including with CAE to retrofit Piper Archers, Harbour Air to electrify fl

Max Trescott interviews Dr. John Trowbridge, a physician and former senior Aviation Medical Examiner, to tackle a hidden yet critical safety topic: how over-the-counter (OTC) and prescription medications contribute to general aviation accidents. Studies have found that up to 40% of fatal accidents involve pilots with impairing substances in their system—ranging from allergy medications to sleep aids to alcohol. The problem? Many of these substances are legal and even commonplace, yet can significantly degrade judgment, memory, attention, and coordination. Dr. Trowbridge emphasizes that many pilots—and even their doctors—are unaware of FAA wait-time guidelines. He explains the FAA's “5x rule,” which states that a pilot must wait five times the recommended dosage interval before flying. So if a medication is taken every six hours, the pilot should wait 30 hours after the last dose. For 24-hour medications like Zyrtec, the wait time stretches to five full days. The discussion highlights the particular dan

Max Trescott welcomes aviation columnist, aerobatic instructor, and DPE Dr. Catherine Cavagnaro to explore smarter ways to plan cross-country flights. The conversation is inspired by Catherine’s June 2025 AOPA article titled “The Benefits of Getting High,” which argues that pilots often default to lower cruising altitudes or direct GPS routes without considering efficiency or safety trade-offs.Catherine explains that pilots should dig into their aircraft’s POH (Pilot’s Operating Handbook) to find performance charts that highlight how altitude affects both time and fuel efficiency. For her Bonanza, she found that the highest true airspeed at 65% power occurred around 7,000 to 8,000 feet, but fuel efficiency kept improving all the way up to the service ceiling. Using a sample 650-NM trip, she shows that cruising at 12,000 feet—despite a longer climb—saved enough fuel to eliminate a fuel stop, making the total trip time shorter.   They discuss how terrain, restricted airspace, and drop zones make GPS

Max talks about common gotchas with RNAV GPS approaches, especially when using vectors to final (VTF). The conversation picks up where Episode 383 left off, with listeners asking how vectors to final (VTF) influences glidepath capture on WAAS approaches. He explains that under normal circumstances—flying the approach via own navigation from an initial approach fix (IAF)—the GPS glidepath doesn’t turn magenta or allow autopilot coupling until the FAF becomes the active waypoint. The magenta color indicates that the GPS receiver has completed a signal quality evaluation, verifying that the WAAS signal is good enough for LPV minimums. Until this point, the glidepath indicator remains a hollow white diamond, and the autopilot will not descend. However, activating VTF triggers this signal check immediately, regardless of the aircraft’s location. If the aircraft’s track is within approximately 100–110° of the final approach course, the glidepath indicator turns magenta and autopilot coupling becomes possible