Aviation News Talk – General Aviation Podcast

363 Buying and Learning to Fly a Cirrus SF50 Vision Jet and SOE with Dr. Mark Alford

Max talks with Dr. Mark Alford, who recently transitioned to flying a Cirrus SF50 Vision Jet. The conversation spans Mark’s journey with this aircraft, including his purchasing process, training, and supervised operating experience (SOE), while also delving into technical, operational, and personal insights about flying a personal jet.

Aircraft Acquisition and Features
Mark describes purchasing a 2018 SF50 Vision Jet (G1 model), highlighting its appeal due to its manageable learning curve and inclusion of the JetStream service package. This package simplifies maintenance and operational costs by covering annual inspections, training, and most unexpected issues. He praises its predictability in cost and mentions that the previous owner’s purchase of the package for the year was a bonus.

Type Rating Training Experience
Mark recounts his type rating training in Knoxville, emphasizing its rigor and structure. His preparation included studying Cirrus-provided materials, manuals, and Max’s G3000 book. The nine-day course combined extensive ground school with simulator sessions. Mark appreciated the simulator’s realism, which prepared him for real-world challenges. He describes the intensive study schedule, including memorizing critical emergency memory items such as fire-in-flight protocols.

Supervised Operating Experience (SOE)
The supervised operating experience (SOE) was pivotal for Mark to remove his SF50 type rating restriction. Partnering with Max for the 25-hour mentorship, Mark sought diverse experiences, including weather flying, instrument approaches, and mountainous terrain navigation. Their first-day route to Santa Fe, Wichita, and back to Dallas offered a mix of approaches and weather scenarios, including practicing DME arcs, dealing with icing, and night landings.

Learning in Challenging Environments
Mark shares the benefits of navigating complex airspaces, such as Southern California, and landing in varied environments like Eagle County Regional Airport. The Eagle landing required precise RNAV GPS approach management amidst mountainous terrain, and a high-performance departure necessitated careful weight and climb calculations. A minor oversight during a practice climb in Pueblo, where the landing gear remained down longer than intended, underscored the importance of vigilance in nonstandard procedures.

Technical and Operational Mastery
A recurring theme in Mark’s journey is mastering the avionics of the Vision Jet, particularly the Garmin G3000 system. Both Mark and Max emphasize the importance of becoming proficient with “buttonology” through training tools, videos, and simulators. Mark also discusses the challenges of adjusting to turbofan operations, where fuel economy strategies differ significantly from piston-engine aircraft.

Inspiring Connections Along the Way
The podcast captures the human aspect of aviation as Mark recounts encounters with aviation enthusiasts, such as an 11-year-old boy at Madison, Wisconsin, who eagerly explored the Vision Jet. Similarly, at Santa Barbara, Mark and Max met a young FBO worker aspiring to become a pilot, reflecting the enthusiasm and connections aviation fosters.

Highlights from Specific Flights
One notable flight involved landing at Santa Barbara via a SoCal tech route that showcased the intricacies of Southern California airspace. Another leg involved flying to Santa Fe, navigating through turbulent conditions. Mark also describes challenging conditions at Dona Ana County Airport, where high winds and a dusty environment tested his spiral descent and go-around maneuvers.

Final Reflections
Mark concludes by sharing a recent trip with his wife to Southern California, where he applied his SOE training. He highlights the value of being adaptable when handling re-routes and level-off instructions. Mark’s advice for aspiring turboprop or jet pilots centers on the importance of familiarizing oneself with advanced avionics systems, emphasizing the transition as both demanding and rewarding.

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362 Jeju flight 2216 Mystery: Why Aircraft Didn’t Slow During Slide on the Runway

In this episode of Aviation News Talk, Max Trescott delves into the tragic crash of Jeju Air Flight 2216, which occurred on December 29, 2024, in South Korea. The crash involved a Boeing 737-800 landing gear-up on runway 19 at Muan International Airport. The flight slid on its belly, ran off the runway, struck a concrete berm, and erupted into flames, killing all aboard except two crew members seated at the rear. He performed a video analysis of the aircraft’s speed along the runway, and concluded that the aircraft didn’t slow until after it left the runway, suggesting the engines were still at high power during the slide.

What Happened:
The aircraft was returning from Bangkok to Muan. ADS-B data showed a steady descent before the plane went off radar at 500 feet. Early reports and eyewitness accounts suggested potential bird ingestion in the right engine, with visible smoke and possible engine failure.

Pilot Actions:
The pilots issued a Mayday alert at 8:58 AM, shortly after being warned about potential bird strikes. The timeline from the Mayday call to the crash was just five minutes, during which they attempted a go-around, circled back, and crash-landed.

Landing Dynamics:
The aircraft touched down halfway down the shortened 8,200-foot runway but failed to decelerate appreciably. Analysis of video footage suggested the engines were still producing high power during the landing, preventing effective deceleration.

Contributing Factors:
Eyewitness and video evidence indicated the landing gear and flaps were not deployed, raising questions about whether this was due to system failures, intentional crew actions, or an oversight. Possible fatigue was highlighted, given the late-night flight schedule and the likelihood of crew duty exceeding legal limits.

Comparative Incidents:
Max referenced similar accidents, including Pakistan International Airlines Flight 8303 and Air India Express Flight 812, where high-speed landings and attempted go-arounds ended disastrously.

Lessons for GA Pilots:
Avoid Rushing During Emergencies: Pilots should take time to assess and manage emergencies deliberately rather than rushing decisions. And attempting a go-around after a belly landing is risky and should be avoided. It’s better to hit something at low speed than to risk taking off and crashing at a higher speed.

Insights from Speed Analysis:
Max analyzed video footage frame-by-frame to estimate the aircraft’s speed during its slide. Due to the relatively slow frame rate of the video, the most accurate speed measurements could be in error by as much as 10%. The touchdown speed measurement is the least accurate, since the plane was at its farthest point from the camera. Max estimates the aircraft touched down at 160 knots, with an uncertainly range of 137 to 183 knots. The most accurate measurement was when the aircraft was just about to leave the runway. At that point, the aircraft was going 183 knots, with an uncertainly range of 137 to 183 knots.

Even if the aircraft touched down at the high end of the estimate range at 183 knots, the data show it was still doing 183 knots at end of the runway, and the only significant deceleration occurred after the aircraft was in the grass.
The consistent high speed while sliding on the runway suggests that
engine thrust likely remained at a high setting for much of the time the aircraft was sliding on the runway.

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FlightRadar24 ADS-B graph of altitude and vertical speed
Long video of the Jeju Air 2216 crash (including touchdown)
Second video of Jeju Air crash from other side of runway

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361 Multi-engine and MEI Checkride Mock Oral with Jason Blair + GA News

Max talks with Jason Blair, a Designated Pilot Examiner (DPE), focusing on multi-engine ratings, training challenges, and instructor considerations. Jason provides a detailed discussion about obtaining a multi-engine rating and the nuances that accompany it, including checkride requirements, common training mistakes, and safety concerns.

Multi-Engine Rating Overview
To ensure a smooth checkride process, Jason advises pilots to identify examiners qualified in both multi-engine airplanes and the specific make/model used for the test. Checkride delays are common when mechanical issues occur, so pilots should remain flexible.

Optimal Training Sequence
Jason discusses the most efficient path for multi-engine certification:

Start with a Private Single Engine Land certificate.
Add an Instrument Rating.
Complete the Commercial Single Engine Land certification.
Pursue the Multi-Engine Add-On.

This sequence saves pilots from unnecessary checkrides and ensures they progress efficiently.

Multi-Engine Training Challenges
One significant concern with multi-engine training is the higher-than-expected accident rate during instructional flights. Despite having two pilots onboard—one of whom is an instructor—Jason points out that about 18% of instructional accidents involve multi-engine aircraft. He attributes this to younger, less experienced instructors who lack significant multi-engine time. The complexity of the aircraft and simulated emergencies also create a higher-risk environment.

Jason emphasizes the importance of methodical teaching during multi-engine training, especially for maneuvers like VMC demonstrations (minimum controllable airspeed). These scenarios simulate engine failure and require precise control to prevent loss of directional control. Poorly executed VMC maneuvers can lead to catastrophic results.

Critical Multi-Engine Maneuvers
The VMC demonstration is a required checkride element and a known accident trigger. Jason describes the procedure:

The aircraft is configured for the worst-case scenario: full power on the operating engine, gear down, and an unfeathered propeller.
The candidate must maintain directional control as the airplane slows, recognizing the point at which control is lost and initiating recovery by reducing power and lowering the nose.

The single-engine approach is another critical maneuver, requiring pilots to manage performance while maintaining appropriate airspeeds, including blue line (VYSE) and red line (VMC). Jason stresses maintaining a slight bank (5 degrees) toward the operating engine to reduce VMC by as much as 15 knots.

Performance Considerations
Multi-engine aircraft introduce additional performance factors:

Accelerate-Stop Distance: The runway length required to abort a takeoff after engine failure.
Single-Engine Service Ceiling: The altitude at which the aircraft can no longer climb on one engine.
Density Altitude: High-altitude airports or hot temperatures reduce climb performance, making single-engine operations more precarious.

Pilots must evaluate these factors carefully, particularly in light twins with limited power. Jason shares the practical challenge of operating underpowered twins, where engine failure during climb often means a gradual descent rather than sustained flight.

MEI Considerations
For Multi-Engine Instructors (MEIs), Jason provides advice on safety and instructional quality. MEIs must:

Conduct training at safe altitudes, especially for VMC and engine-out maneuvers.
Thoroughly understand aircraft systems, including emergency gear extensions and fuel management.
Use methodical teaching techniques (“Think turtle, not octopus”) to avoid rushing critical maneuvers.

He encourages instructors to practice emergency procedures during annual inspections, such as manually extending the landing gear, to build confidence in real-world scenarios.

Safety Advice and Scenarios
Jason highlights real-world scenarios to illustrate common mistakes, including a time when a candidate mistakenly shut down both engines during a checkride. This underscores the importance of training pilots to respond methodically to emergencies rather than acting on rote memory.

He also discusses decision-making in engine-out situations, such as managing single-engine patterns and minimizing turns toward the inoperative engine to maintain control and avoid entering VMC conditions.

Conclusion
Max and Jason conclude by emphasizing the importance of building multi-engine proficiency through structured training and thoughtful instruction. Jason recommends his Multi-Engine Oral Exam Guide as a resource for candidates and instructors. He also stresses the need for DPEs, MEIs, and pilots alike to focus on safety, preparation, and understanding multi-engine systems thoroughly.

Jason invites listeners to visit his website (JasonBlair.net) for resources, articles, and checkride scheduling. The conversation wraps up with a lighthearted nod to Michigan’s unpredictable weather, which often keeps Jason grounded and available for insightful discussions like this one.

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Mentioned on the Show
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
Multi-Engine Oral Exam Guide by Jason Blair
Jason Blair’s Website
Schedule a Checkride with Jason
Jason Blair’s YouTube Channel

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360 8 Flight Training Experiences to Make You a Better Pilot with Dr. Catherine Cavagnaro + GA News

Max Trescott welcomes back Dr. Catherine Cavagnaro to discuss enriching aviation experiences, further ratings, and the value of ongoing pilot education. The conversation flows through personal stories, training tips, and ideas to help pilots enhance their skills while having fun in the process.

Family Traditions and Adventure Flying
Catherine begins by sharing her unique family holiday tradition of gifting experiences instead of physical items. Her children select adventures, such as flying to Fredericksburg, Texas, to see a midget submarine or Chicago to view a U-boat. These adventures often involve flying in her airplane, blending her love for aviation with family time. She emphasizes the lasting value of shared experiences compared to material gifts.

Flight Training as a Gift to Oneself
Max and Catherine transition into discussing ways pilots can invest in themselves through flight training. Catherine, a self-described “training junkie,” encourages pilots to identify areas where they need improvement and consider advanced training or certifications as “gifts” to themselves. She highlights her own journey, including obtaining a glider rating, which taught her invaluable lessons about best glide speeds and unpowered landings—skills often overlooked in powered flight.

The Benefits of Instrument and Commercial Ratings
The discussion delves into the practical and intellectual benefits of pursuing an instrument rating. Catherine describes how instrument training enhances precision, multitasking, and situational awareness, making pilots smoother and more deliberate. Max agrees, noting how instrument skills improve pilots’ pre-arrival planning and overall preparedness.

For the commercial rating, Catherine recounts a formative moment during her training when her instructor taught her to avoid abrupt power changes that passengers might feel. This attention to passenger comfort epitomizes the commercial mindset—being authoritative yet smooth in handling the aircraft. Max adds that commercial training also addresses subtleties like avoiding “riding the brakes” on taxi, improving both performance and passenger experience.

Specialized Training for New Skills
Catherine highlights the value of specialized courses that are both educational and enjoyable. She emphasizes several areas of training:

Spin Training: Often misunderstood, spins are essential for improving a pilot’s confidence in handling stalls and recovery. Catherine advocates for full spin training to reduce pilots’ fear and build a deep understanding of stall dynamics.

Mountain Flying: Mountain flying courses teach critical skills like canyon turns, which differ significantly from maneuvers like Chandelles, and prepare pilots for the unique challenges of high-terrain operations.

Tailwheel Training: Flying a tailwheel aircraft refines rudder use and directional control, forcing pilots to develop peripheral vision for takeoffs and landings. Catherine describes it as fun and transformative, sharing her own experience transitioning from a Piper Cub to a Cessna 185.

Seaplane Rating: Seaplane training, typically completed in a few days, offers a quick and rewarding new skillset, often requiring travel to regions like Florida, Minnesota, or the Pacific Northwest.

Real IFR Training for Practical Use
Catherine critiques the narrow focus of typical instrument training on approaches, leaving pilots underprepared for real-world IFR travel. She advocates for immersive IFR courses, where pilots spend several days flying cross-country, learning about enroute planning, departure procedures, and altitude selection. Max highlights instructors like Doug Stewart (East Coast) and Field Morey (West Coast), who offer multi-day IFR adventure trips, including a notable 25-hour Alaska experience.

Advanced Avionics Training
Modern glass cockpits can overwhelm pilots without proper training. Catherine shares her experience upgrading her Bonanza with a fully modern panel and how targeted avionics training helped her optimize its use. Max agrees that avionics are a weak area for many pilots since certifications often neglect them. He advises pilots to spend hours on the ground with powered avionics, learning to configure displays and recover from errors. Both encourage CFIs to specialize in avionics training to meet growing demand.

The Value of Lifelong Learning
Max and Catherine conclude by encouraging pilots to embrace continuous learning, whether through new ratings, specialized courses, or avionics mastery. They emphasize that nearly all these activities can satisfy flight review requirements while providing enjoyment and skill development. Catherine humorously shares that her ATP certification stemmed from needing a flight review—proof that pursuing growth often leads to unexpected achievements.

Key Takeaways for Pilots:

Prioritize experiences over things: Adventure flying creates lasting memories.
Use flight training as a gift to yourself: Focus on skills that need honing.
Ratings like instrument and commercial improve precision, multitasking, and passenger comfort.
Specialized training—like spin, mountain, tailwheel, or seaplane courses—adds tools to your pilot toolbox and can be completed quickly.
Invest in real IFR training to become confident in using your aircraft for cross-country travel.
Master your avionics: Spend time on the ground optimizing and learning your systems.
Lifelong learning in aviation keeps flying exciting and makes you a safer pilot.

Dr. Cavagnaro and Max agree that embracing new challenges not only sharpens flying skills but also brings immense joy. Whether it’s spin training, advanced IFR, or avionics mastery, pilots are encouraged to pursue growth, learning, and fun in their aviation journeys.

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News Stories

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Video of Week: Dash cam view of Twin crashing landing on road
#156 Atlas Air 3591 Accident – Somatogravic Illusion
Humidity Article by CFI Alan Davis
Humidity & Density Altitude Calculator
AV8RGear.com Backpack Deal – $99.50 with promo code MAX
IFR Training Trips with Doug Stewart – NY area
West Coast IFR Training Trips with Field Morey

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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/

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359 Sleep Smarter, Fly Safer: A Pilot’s Guide to Rest with Dr. Quay Snyder + GA News

Max talks with Dr. Quay Snyder, an expert in aerospace medicine, about the critical role of sleep and fatigue management, especially in aviation. Dr. Snyder Max talks with Dr. Quay Snyder, President and CEO of Aviation Medicine Advisory Service, to discuss the critical importance of sleep and fatigue management, particularly in aviation contexts. Dr. Snyder, a renowned expert in aerospace medicine, offers a wealth of knowledge, practical advice, and strategies for optimizing sleep and addressing the implications of fatigue on safety and performance.

The Impact of Fatigue on Cognitive Performance
Dr. Snyder emphasizes that fatigue significantly impairs cognitive function, likening its effects to alcohol intoxication. Studies have shown that being awake for 18 hours equates to a blood alcohol concentration of 0.05%, while 22 hours is akin to 0.08%. These findings underscore the dangerous impact of sleep deprivation on decision-making and reaction times, particularly in high-stakes environments like aviation. He highlights notable accidents where fatigue was a critical factor, such as the 1993 Guantanamo Bay crash and the near-catastrophic Air Canada 759 incident in 2017, where fatigue and circadian disruptions almost led to a disaster involving multiple jumbo jets.

Understanding Sleep Cycles
Dr. Snyder explains the two primary types of sleep: rapid eye movement (REM) and non-REM sleep, which are further divided into light sleep (stages 1 and 2) and deep sleep (stages 3 and 4). Each sleep cycle lasts approximately 90 minutes, with the distribution of REM and non-REM sleep varying across cycles. Deep sleep, predominantly occurring in the first few hours, is essential for physical restoration, hormone regulation, and immune system support. REM sleep, which becomes more prevalent in later cycles, is vital for emotional processing, cognitive consolidation, and overall brain health. Interrupting these cycles, particularly during deep sleep, can lead to sleep inertia, adversely affecting alertness and recovery.

Practical Tips for Better Sleep
Dr. Snyder provides actionable advice for improving sleep quality:

Environmental Factors: Ensure a cool, dark, and quiet sleeping environment. Ideal room temperatures are between 65-67°F (17-18°C). Use blackout curtains, earplugs, and avoid disruptive light sources.
Behavioral Practices: Avoid exercise, heavy meals, or excessive fluid intake close to bedtime. Limit naps to 20-40 minutes during the day to prevent disrupting nighttime sleep drive.
Technology Use: Reduce screen exposure from phones, tablets, or TVs before bed as their light suppresses melatonin production. Opt for traditional books with soft lighting for bedtime reading.
Sleep Routines: Develop a consistent pre-sleep routine, such as taking a brief warm shower to promote heat dissipation, brushing teeth, and engaging in relaxing activities to signal the body it’s time to rest.

Managing Sleep Interruptions and Stress
Addressing concerns about waking during sleep cycles, Dr. Snyder reassures that occasional bathroom trips typically occur during lighter sleep stages and do not significantly disrupt overall sleep quality. He advises against waking individuals during deep sleep phases to avoid sleep inertia. Additionally, he recommends writing down worries or thoughts before bed to reduce nighttime rumination and employing relaxation techniques, such as box breathing or the physiologic sigh, to calm the nervous system and enhance parasympathetic tone.

The Role of Caffeine, Melatonin, and Alcohol
Dr. Snyder explains the mechanisms of caffeine and melatonin in regulating sleep. Caffeine blocks adenosine receptors, delaying sleep drive but potentially leading to stronger rebound fatigue once metabolized. He advises avoiding caffeine consumption at least eight hours before bedtime. While melatonin supplements can aid those experiencing circadian misalignment, regular use may suppress natural production and should be approached cautiously.

Alcohol, while often used as a sedative, disrupts REM sleep and impairs emotional and cognitive recovery. Dr. Snyder discourages its use for sleep, highlighting its detrimental impact on overall sleep quality.

Technology and Monitoring Sleep
Discussing wearable devices like the Apple Watch, Dr. Snyder acknowledges their utility in providing insights into sleep patterns but cautions against over-reliance due to variable accuracy. He emphasizes focusing on overall well-being and consulting sleep specialists for persistent issues. Emerging technologies, such as fatigue-monitoring systems in vehicles, offer promising applications for improving safety in aviation and other fields.

Professional Insights and Resources
Dr. Snyder references several resources for those seeking deeper knowledge. Matthew Walker’s book Why We Sleep provides a comprehensive exploration of sleep science and its critical role in health. Podcasts by Andrew Huberman offer practical strategies and insights into sleep optimization. He also highlights the International Civil Aviation Organization’s (ICAO) Fitness to Fly guide, which outlines sleep management practices for pilots.

Aviation Medicine Advisory Service
Concluding the interview, Dr. Snyder discusses his work with the Aviation Medicine Advisory Service, which assists pilots and air traffic controllers with medical certification and promotes mental wellness as a core component of aviation safety. He advocates integrating fitness-to-fly principles into aviation safety management systems, emphasizing that well-rested and mentally fit individuals contribute significantly to operational safety and effectiveness.

This enlightening conversation serves as a wake-up call to prioritize sleep as a cornerstone of health, safety, and performance, offering listeners practical tools to enhance their sleep quality and overall well-being.

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News Stories

Mentioned on the Show
Video of Week: Gyroplane Gyrations
Interview of FAA Administrator Michael Whitaker
Book: Why We Sleep on Amazon
FAA AME Guide Color Vision Testing
GoFlightMedicine.com Color Vision Update
Avweb: FAA Upgrades Color Vision Testing
ICAO Fitness to Fly guide
Aviation Medicine Advisory Service – Quay Snyder
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Free Index to the first 282 episodes of Aviation New 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/

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358 How Shallow Turns Reduce Safety in the Traffic Pattern with Dr. Catherine Cavagnaro + GA News

Max talks with Dr. Catherine Cavagnaro about her article in AOPA Pilot Magazine on the dangers of “timid turns,” also known as “lazy turns,” and their potential to create hazardous conditions in traffic patterns. The episode covers the physics of turns, best practices for pilots, and how to avoid common mistakes.

The Problem with “Timid Turns”
Dr. Cavagnaro explains how timid turns often result from pilots’ reluctance to bank steeply due to fear of stalling, which ironically can create conditions for stall-spin accidents. She shares a real-life example of a pilot, Steve, who overshot final approach while flying too fast in the traffic pattern. His shallow bank angles—20 degrees onto base and 15 degrees onto final—exacerbated by a crosswind, led to a skidding turn. Though Steve managed to recover and go around, the situation highlighted a recurring issue: overly cautious maneuvers in patterns can compromise safety.

Turn Physics Simplified
Max and Catherine break down the physics of turns:

Turn Radius: The formula depends on velocity squared, divided by gravitational acceleration and the tangent of the bank angle. Speed has a much greater effect on turn radius than the angle of the bank. For instance, doubling speed quadruples the turn radius.
Bank Angle: A 30-degree bank increases stall speed by only about 7%, making it safe and effective for tighter turns in traffic patterns. Comparatively, a 20-degree turn has a 59% larger turn radius, while a 45-degree turn increases stall speed by 19%.

Common Misconceptions and CFI Influence
The pair explore why many instructors discourage steeper banks:

Fear of Stalls: Some CFIs overemphasize safety, leading students to adopt unnecessarily shallow turns.
Experience Gap: High turnover among flight instructors due to airline hiring demands results in less experienced CFIs perpetuating conservative practices.

Best Practices for Safer Traffic Patterns

Optimal Airspeeds and Bank Angles: Catherine advises slower speeds and appropriate bank angles. For example:
- Use 80 knots on downwind and 70 knots on base.
- Employ 30-degree banks onto base and final to stay within the traffic pattern and avoid overshooting.
Time on Base Leg: Leveling wings on base is crucial for situational awareness—checking runway alignment and scanning for potential traffic.
Wind Awareness: Pilots should always assess wind direction and speed, using cues such
as water ripples, smoke, and GPS data for ground speed to adjust their approach.

Circling Approaches and Industry Challenges
Circling approaches, especially in poor weather, are prone to overshoots due to proximity to runways at lower altitudes. Catherine points out that using the same visual references as in standard traffic patterns doubles the risk of overshooting. Both Max and Catherine cite examples of fatal overshoots during circling approaches, including:

A Learjet crash in San Diego caused by a 0.9-mile downwind at 140 knots.
The Truckee Challenger accident, where overshooting led to loss of control.

Max emphasizes that he avoids circling at night and prefers landing with a tailwind when feasible, provided the runway length allows.

Practical Tools and Techniques
For pilots aiming to perfect their traffic patterns:

Visual Estimation: Use landmarks or runway length to estimate distance from the airport.
Glass Cockpit Tools: Use GPS functions and range rings to calculate accurate distances.
Speed Discipline: Adhering to the correct approach speed, particularly in tailwind landings, is critical to avoid overshooting and ensure a safe landing.

High-Speed Aircraft in Traffic Patterns
The discussion highlights challenges posed by high-performance aircraft entering patterns at excessive speeds. Catherine recounts incidents involving Cirrus and Malibu pilots overshooting runways or entering parallel runways due to large turn radii. Max emphasizes the importance of slowing down before entering the pattern and avoiding autopilot use in traffic, as it turns too slowly for safe maneuvers.

Closing Thoughts
Dr. Cavagnaro stresses the importance of education and thoughtful decision-making to mitigate risks in traffic patterns. Pilots must balance speed, bank angle, and wind considerations to create safe and efficient approaches.

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News Stories

Mentioned on the Show
Video of Week: Robinson R-22 flight close to boaters under investigation
How Apple iPhone Crash Detection works
The Cat That Took Down a Plane at the Macy’s Thanksgiving Day Parade
Catherine Cavagnaro YouTube Channel
Ace Aerobatic School
Buy Max Trescott’s G1000 Book Call 800-247-6553
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Free Index to the first 282 episodes of Aviation New Talk

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357 N881KE R44 Houston Tower Collision: What All Pilots Can Learn + GA News

Max talks first about the tragic crash of a Robinson R44 helicopter (N881KE) in Houston on October 20, 2024, which claimed the lives of four people. This accident, while specific to helicopters, offers lessons applicable to all pilots.

Overview of the Incident
Weather conditions were favorable, with 10 miles visibility and minimal cloud cover. The crash occurred nine minutes into the flight, during a communication with air traffic control (ATC), suggesting potential distractions or loss of positional awareness.

Change as a Risk Factor
A major theme discussed is the impact of change on flight safety. Changes, whether in operations, procedures, or environment, introduce risks that can disrupt established defenses against accidents. In this case, two key changes are relevant:

NOTAM for the Tower Lights: A NOTAM indicated the tower lights were out of service, but evidence suggests at least one light was operational. This procedural issuance of NOTAMs during ownership changes might have created confusion, but it likely didn’t directly contribute to the crash.
New Flight Route: A week prior, the operator began running tours from Ellington Airport, requiring pilots to navigate new routes. The accident flight originated from this new location, raising questions about pilot familiarity with the area’s obstacles.

Helicopter-Specific Challenges
Helicopters, such as the R44 involved, face unique risks:

Obstacle Avoidance: Helicopters often fly at lower altitudes, increasing their exposure to tall structures like radio towers. Pilots must rely on visual spotting, especially at night, as older helicopters often lack modern moving maps and glass cockpits. The accident R44, a 2002 model, may have been similarly under-equipped.
Distractions: Passenger chatter is common during tours and can divert a pilot’s attention. Unlike some advanced audio systems in airplanes, basic helicopter intercoms make isolating the pilot’s focus more difficult. The accident occurred while the pilot was communicating with ATC and tracking another helicopter, adding to the potential distractions.
Night Vision Limitations: At night, cockpit lighting and reflections off the bubble canopy can impair visibility. Accidental flash photography from passengers can also degrade a pilot’s night vision.

Training and Safety Management
The episode raises questions about the operator’s training protocols for the new Ellington location and whether safety management systems (SMS) were in place to identify potential hazards. SMS, while not required for Part 91 operations, are mandated for Part 135 operations and could mitigate risks in air tours.

Broader Lessons and Recommendations

Monitor Changes Carefully: Changes in routes, airports, or aircraft should trigger heightened awareness. Pilots should anticipate and address second-order effects stemming from changes.
Manage Distractions: Pilots must recognize and compartmentalize distractions. A technique mentioned involves labeling a distraction and deciding to address it only when safe to do so.
Enhance Night Operations: Dim cockpit lights to improve night vision and adapt to darkness. Brief passengers on avoiding flash photography.
Know Your Obstacles: Familiarity with local terrain and obstacles is crucial, particularly for night operations or flights in new areas. Pilots should prioritize obstacle clearance when in doubt.
Industry Improvements Needed: The air tour sector has historically higher accident rates, particularly for Part 91 operators compared to Part 135. Enhanced surveillance, pilot training, and safety regulations could reduce these disparities.

Conclusion
This tragic accident underscores the importance of preparation, situational awareness, and the mitigation of distractions. While helicopters like the R44 are uniquely versatile, their operational environment demands a heightened focus on safety, particularly during tours and night flights. Pilots are encouraged to internalize these lessons to ensure safer flights for themselves and their passengers.

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News Stories

Mentioned on the Show
Video of the Week: Robinson R22 loses control and hits parked plane
Checkrider Platform for DPE Scheduling
The U.S. Commercial Air Tour Industry: A Review of Aviation Safety Concerns
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356 N73WA Beech Baron Crash at Catalina and the Deadly Effects of Somatogravic Illusion + GA News

Max talks first about the tragic crash of a Beechcraft B55 Baron, tail number N73WA, which departed from Catalina Island on October 8th in dark night conditions, killing the pilot and four passengers, including two CFIs and two student pilots. Somatogravic illusion—an illusion in which acceleration during takeoff leads pilots to falsely perceive they are climging—was likely a key factor.

Coincidentally, Max flew over Catalina Island the day after the crash on a trip from Oakland, CA, to Southern California in a Cirrus Vision Jet, crossing over the island four times. After lunch, he checked his newsfeed and discovered the crash. Reports indicated the Baron departed from Runway 22 and crashed roughly a mile past the runway’s end. During one of the flights over the area, he spotted what appeared to be the wreckage, located along the extended centerline of Runway 22.

The Baron’s takeoff data showed a smooth, controlled descent—uncharacteristic of typical spatial disorientation accidents. Instead, the aircraft seemed to maintain runway heading while descending and accelerating, a classic somatogravic illusion pattern. Somatogravic illusion occurs when rapid acceleration simulates a “pitch-up” sensation, leading a pilot to instinctively push the nose down, believing the aircraft is climbing too steeply. When this illusion occurs at night, over featureless terrain or water, as in this case, it’s especially dangerous. Similar conditions led to the 2019 crash of Atlas Air Flight 3591, which plummeted into Trinity Bay during approach into Houston.

According to ADS-B data, the Baron reached 1675 feet at the end of the runway and began a steady descent. Its airspeed increased from 92 to 122 knots over 12 seconds, a significant acceleration likely contributing to the pilot’s illusion of excessive pitch. Importantly, this descent trajectory aligns with somatogravic illusion rather than a mechanical failure or typical spatial disorientation.

The preliminary NTSB report revealed additional details. The Baron’s impact occurred nearly a mile from the runway, striking the ground at a 280° heading in a wings-level, gear-extended attitude. ADS-B data suggested minimal heading deviation post-takeoff, supporting that the aircraft was under control, yet descending. The pilot’s experience of the illusion—combined with the lack of visual references due to the ocean and dark terrain—may have influenced him to push forward, unwittingly guiding the aircraft into a gradual descent.

The circumstances surrounding the crash add layers to the story. The pilot had been warned by the airport manager that a night takeoff was unapproved since the airport closes at sundown. When their departure was delayed due to battery issues, the manager informed them the flight would be at their own risk if they departed after hours. Ultimately, the pilot chose to take off anyway, despite Catalina Island’s challenges for night departures. Reports suggest that low clouds, part of the coastal marine layer, may have been present, though not directly in the path of the departure, which could have complicated visibility further.

Catalina Island’s remote location adds to the risks. Unlike mainland airports, where overnight options are more readily available, Catalina has limited accommodations, and returning to the mainland by boat may require an overnight stay. However, options like overnighting in Avalon or waiting until morning may have been safer than a night departure over dark ocean terrain. It’s a reminder to pilots to always have backup plans and prioritize safety over schedule pressures.

This accident is a sobering example of how easily somatogravic illusion can lead to tragedy and highlights the need for pilots to rely on their instruments during night takeoffs. To mitigate somatogravic risk, pilots should check the attitude indicator and VSI to confirm a positive rate of climb, resisting any nose-down corrections based on sensation alone.

Technologies like Apple’s Crash Detection helped authorities locate the site quickly, underscoring how technology can improve rescue response. But the primary takeaway is the need for careful decision-making and awareness of somatogravic illusion during night takeoffs over dark, unlit areas.

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News Stories

Mentioned on the Show
Video of the Week: Robinson Helicopters are performing in Australia
AV8RGear.com Backpack Deal – $99.50 with promo code MAX
New CFI Regulations on JasonBlair.net
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AOPA’s TSA security awareness training
AC 61-65J FAA Endorsements document
Cirrus SR22T/G7 model #310 of Aviation News Talk
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355 Envoy 3936 Wrong Runway Landing at O’Hare with Rob Mark & HondaJet Crash in Arizona

Max talks first about the fatal crash of N57HP, a HondaJet, which crashed earlier this week during takeoff from Falcon Field in Mesa, AZ. The aircraft reached 133 knots on the runway, well above the rotation speed of 115 knots, before rejecting its takeoff. It was still doing 89 knots, when it crossed the departure end of the runway. It continued for another 700 feet, hitting a vehicle on a road. Four people in the jet and the driver of the vehicle died. One person on the jet survived with severe burns. Max talked about recent causes of jet takeoff accidents, including failure to remove gust locks, failure to properly set flaps, leaving the parking brake on, and making an improper decision to not continue the takeoff after V1, which Max calculated as 110 knots for this flight.

Max also talked with Rob Mark about a near-miss incident at Chicago O’Hare involving Envoy Flight 3936, an Embraer 170. The incident took place on September 25th, when the aircraft was cleared to land on Runway 10 Center but mistakenly landed on Runway 10 Left instead. This misalignment was the result of multiple small errors—a classic “Swiss cheese” moment where various lapses align to create a potentially dangerous situation.

Rob explains that the flight crew initially planned for a different runway based on the weather at O’Hare, leading to multiple runway reassignments as they approached the airport. They eventually prepared for Runway 10 Center, but encountered a problem tuning in the ILS for that runway. Despite attempts to manually input the frequency, they couldn’t get it to work. However, they didn’t inform air traffic control (ATC) of this issue, possibly due to the busy airspace environment and their assumption that a visual approach would suffice.

ATC, on their part, also didn’t catch the misalignment. Although they noticed the crew was veering off course, they didn’t alert them or reroute the flight. This mutual silence allowed the flight to land on the incorrect runway, with neither party stepping in to prevent the error. Rob points out that Runways 10 Center and 10 Left are only 1,300 feet apart, making it relatively easy to confuse the two, especially in a complex airport like O’Hare with multiple parallel runways.

Interestingly, shortly after this incident, the FAA implemented a software update for O’Hare’s radar system. This new software is designed to alert controllers if an aircraft aligns with the wrong runway, aiming to prevent future mistakes like this. Both Max and Rob agree that such system improvements are valuable, but they stress that clear communication between pilots and controllers remains crucial to safety. They discuss how pilots, when overloaded with information or busy airspace, may withhold minor issues from ATC, inadvertently increasing risk.

Ultimately, Max and Rob highlight that this incident underscores the need for vigilance and transparency in aviation. Although no one was harmed, the event serves as a reminder of how easily minor missteps can compound, creating hazardous situations.

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Mentioned on the Show
Envoy 3936 wrong runway incident at Chicago O’Hare
HondaJet N57HP fatal runway overrun at Mesa, AZ
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354 G100UL Unleaded Fuel on Sale Now; 25 Gallons Free for SF Bay Area Pilots

Max talks with Eric Peterson, the Director of Santa Clara County Airports, centered around the exciting debut of G100UL, an unleaded 100-octane aviation gasoline at Reid-Hillview Airport in San Jose, California. This milestone marks Reid-Hillview as the first airport in the nation to receive and sell GAMI’s G100UL fuel, a significant move for general aviation toward environmentally cleaner alternatives.

Arrival of G100UL at Reid-Hillview
Peterson revealed that after much effort, Reid-Hillview Airport received its first shipment of G100UL on Monday, with sales starting shortly afterward. The airport took in 7,500 gallons of this fuel, paving the way for the transition to lead-free options. As an incentive for pilots to adopt G100UL, GAMI is offering several promotions (click for details and to register). For example, Reid-Hillview and San Martin-based aircraft owners can acquire the necessary Supplemental Type Certificate (STC) for free if they follow specific instructions, including buying the STC online, emailing GAMI, and attending the launch event at Reid-Hillview on November 2. Additionally, GAMI is providing 50 gallons of G100UL for free to those who already possess the STC and 25 gallons of G100UL to Bay Area pilots who buy the STC by November 1 and fly into Reid-Hillview on November 2.

The Road to Unleaded Fuel Adoption
Peterson explained that Santa Clara County has been spearheading the shift toward unleaded aviation fuel. In 2022, the county took over fueling operations at both Reid-Hillview and San Martin Airports, along with the ownership of fueling infrastructure. In line with this, Santa Clara County resolved to phase out leaded fuel, which led to the adoption of Swift’s UL94, a 94-octane fuel compatible with about 65% of the general aviation fleet. The introduction of G100UL, however, is aimed at filling the demand for unleaded fuel that can be safely used by the remaining 35% of aircraft that require higher-octane levels.

The county’s push for lead-free aviation fuel was also influenced by a study linking elevated lead levels in children to their proximity to leaded aviation fuel. The findings spurred the county to phase out leaded options. Peterson expects more airports to follow suit, especially as the EPA considers a ruling to ban leaded aviation fuel nationwide.

Challenges in Sourcing G100UL
Obtaining G100UL wasn’t straightforward. Peterson described the logistical and legal complexities the county faced, including direct contracting with Vitol Aviation, the fuel’s manufacturer, due to limited distribution channels for G100UL. The initial supply of G100UL arrived by truck from Baton Rouge, Louisiana, but future shipments may come via rail, which would reduce costs. These challenges reflect the pioneering role Reid-Hillview plays in bringing unleaded aviation fuel to market, setting an example for airports across the country.

Future Prospects and Pricing
Currently, G100UL is priced at $6.99 per gallon. Peterson expects that rail delivery, once implemented, could further lower costs. As interest in unleaded fuel grows, he advises airport managers interested in offering G100UL to assess their storage capabilities and ensure they have sufficient infrastructure, as adding new tanks can be time-intensive. Additionally, effective communication with local pilots is crucial, as G100UL requires an STC and cannot yet serve as a drop-in replacement for leaded avgas.

Industry Implications and Final Thoughts
Peterson noted that the industry-wide transition to unleaded fuel is inevitable, especially given regulatory pressures and the broader environmental push to eliminate lead in aviation fuel. By setting an example, Santa Clara County’s airports are paving the way for a nationwide shift, with GAMI’s fuel incentives serving as a crucial step to drive adoption.

In closing, Peterson expressed pride in reaching this milestone and optimism about G100UL’s impact, marking a significant step in aviation’s path toward sustainability.

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Mentioned on the Show
G100UL Roll-Out Incentive Program
#222 Unleaded Fuel G100UL Update – with George Braly + GA News
What is GAMI’s G100UL® unleaded avgas?
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553

Free Index to the first 282 episodes of Aviation New 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/

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