Aviation News Talk – General Aviation Podcast

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
TSA website for CFIs
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?
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353 System Failure Decision Making and Choosing the Best Airport to Land

Max talks about decision-making after experiencing a system failure in flight, especially those not explicitly covered in an aircraft’s Pilot Operating Handbook (POH). He discusses a generic procedure that pilots can use to assess the severity of a failure, how it affects the safety of flight, and what steps to take when dealing with a cascading series of malfunctions.

1. Assessing the Lost Capability
The first thing to evaluate in the event of a system failure is: what capability have we lost, and how does that loss impact the safety of flight? The severity of the failure could range from a minor inconvenience to a major threat to the safety of the flight. It’s essential to identify where the issue falls on this spectrum to prioritize the response. For instance, a loss of engine power is immediately dangerous and requires swift action, while a loss of a single sensor may not significantly impact flight safety.

2. Can You Substitute?
Pilots should also consider whether they can substitute something else for the lost capability. If there’s no direct replacement for a failed system, can secondary indicators be used to infer the aircraft’s state? For example, if you lose a primary engine sensor, other performance indicators might still give you an idea of how the engine is functioning.

3. Cascading Failures
A key point to consider is whether the failure could lead to a cascade of further problems. Some failures, like a turbocharger malfunction, might seem minor at first but can escalate into a more serious issue, like an engine fire. Pilots must be cautious with failures that could snowball into a larger problem, recognizing when it’s prudent to treat an issue as a full emergency rather than downplaying its potential risks.

Example of a Cascading Failure: Turbocharger Loss
Consider a scenario where the manifold pressure (MP) in a turbocharged aircraft starts to drop, seemingly reducing the aircraft’s performance to that of a non-turbocharged aircraft. While the initial reaction might be to assume the loss of MP is a minor inconvenience, in some cases, this could indicate a catastrophic failure in the turbocharger, such as a hot exhaust leak, which could lead to an engine fire. The cockpit instruments won’t distinguish between a benign or dangerous turbo failure, so it’s crucial to treat an unexplained MP loss as an emergency and land immediately.

4. Choosing Where to Land
The episode emphasizes that not all failures require an immediate landing at the nearest airport. In cases where you have time and the failure is less critical, it’s wise to evaluate where to land based on repair options and support services. For example, Cirrus owners are encouraged to carry a list of service centers, which can be a helpful tool when deciding on an airport to land at. Having such a list can influence your decision if you’re not under immediate pressure to land.

Comparing Different Aircraft Systems
The episode compares two popular general aviation aircraft: the Cirrus SR20/SR22 and the Diamond DA40NG, focusing on their electrical systems and the redundancies built into each. The Cirrus series, known for its dual alternators and dual batteries, is designed to maintain critical systems even after a significant electrical failure. For example, if both alternators fail, the Cirrus can still fly for over an hour on backup batteries, powering key avionics, including the autopilot. The engine, powered by magnetos, will continue to run even without electrical power.

By contrast, the Diamond DA40NG has less redundancy. It features a single alternator and battery, meaning a failure of the alternator eventually leads to a total loss of power, which will stop the engine. While the DA40NG does have backup batteries for the FADEC system (which controls the engine), the episode explains that in IMC conditions, a loss of the alternator is a much more stressful situation, as the pilot has less time to act before the electrical system is depleted, and the engine quits.

Importance of System Knowledge
Understanding the specifics of your aircraft’s systems is critical. Pilots must know what to expect from their plane during a failure, what backup systems are available, and how long they will last. This understanding can mean the difference between a well-managed emergency and an overwhelming crisis. For instance, in a Cirrus, even after both electrical systems fail, the engine continues running, giving the pilot time to make decisions and land safely. But in the DA40NG, failure of the electrical system will eventually result in engine failure, turning the aircraft into a glider.

Real-Life Example of System Failure
During a recent flight, Max experienced a failure of the engine sensors and electrical system sensors in a Cirrus. While this might alarm a pilot unfamiliar with the aircraft, it was manageable due to the built-in redundancies. The problem was traced to the failure of a line replaceable unit (LRU), which knocked out multiple sensors at once. Despite losing the ability to monitor the engine and electrical systems, the aircraft remained fully operational, underscoring the importance of system redundancy and knowing how to interpret and respond to such failures.

Key Takeaway
The central message of the episode is the importance of system knowledge, redundancy, and understanding the nature of different failures. Pilots must not only be proficient in flying the aircraft but also in managing its systems and understanding how failures might evolve. The advice to pilots is clear: prepare for the worst, know your aircraft’s systems inside and out, and always be ready to act decisively when something goes wrong.

Finally, the episode highlights the role of system design in determining how pilots respond to emergencies. Not all aircraft are created equal in terms of their ability to handle system failures, so pilots should factor this into their flying decisions and emergency planning.

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Mentioned on the Show
Video of the Week: JetCruzer high speed taxi
JetCruzer International
Eleven Labs AI Text-to-Speech Voices
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352 R44 Helicopter Pilot Stories: Delivering Supplies After Hurricane Helene

Max talks with John Kinard of AeroLuxe Aviation, based in Nashville, which operates a fleet of helicopters and fixed-wing aircraft, including R44 and R22 helicopters. Following Hurricane Helene, the company became involved in relief efforts after seeing the devastation in North Carolina. John contacted the Ashville, NC EOC, and was told that help wasn’t needed. Nonetheless, AeroLux decided to fly three R44 helicopters to the disaster area to see how them might assist.

The episode focuses on AeroLux Aviation’s significant involvement in hurricane relief efforts following Hurricane Helene, which caused severe damage across parts of the southeastern U.S., particularly in North Carolina. The AeroLux team mobilized quickly, responding to the devastation after a friend suggested they might be able to help. Initially, the Emergency Operations Center (EOC) in Asheville told them they didn’t need assistance, but the AeroLux team decided to go anyway, leading to the discovery of widespread devastation and the need for immediate relief.

Upon arriving in Asheville, the AeroLux team joined forces with a man named Adam Smith, who was using a flooded Harley Davidson dealership as a makeshift command center for relief efforts. AeroLux brought three helicopters (R44s) and two trucks loaded with supplies, including fuel tanks and equipment usually used for their helicopter tours. The trucks faced a grueling 12- to 14-hour drive to the site due to damaged roads, but the helicopters completed the flight in just under three hours.

The team’s primary mission was to deliver essential supplies to isolated and devastated communities, which were cut off by washed-out roads and landslides. They encountered houses completely washed away and communities rendered uninhabitable, including the town of Bat Cave and the Lake Lure area. The devastation included multimillion-dollar homes reduced to rubble and landslides that claimed entire neighborhoods. The most chilling part of the mission was seeing bodies trapped in debris and washed into the lake.

Each day brought logistical challenges as well as increasingly organized efforts. On the first day, volunteers were sleeping in mud, but within a couple of days, supplies and relief efforts ramped up dramatically, with trucks bringing pallets of food and water. At the Harley Davidson command center, helicopters from various civilian companies, including Blackhawks and Bells, arrived to assist. AeroLux’s R44 helicopters played a crucial role in delivering around 400 pounds of supplies per flight, including food, water, medical necessities like oxygen and insulin, and specific requests such as diapers for babies.

Flying the relief missions posed several challenges for the AeroLux team. The missions involved “confined area” operations—landing and taking off in tight, often precarious spots, such as yards and fields, rather than airports. Flying over mountains and through valleys, they had to be mindful of maximum power limits, weather conditions, and the complex terrain. The temperature and altitude also added strain on the aircraft, particularly when climbing over mountains with heavy loads.

In addition to the technical flying challenges, there were emotional and human challenges. The team encountered countless people who had lost everything, often pointing to rivers where their homes once stood. Entire communities were cut off from the rest of the world, with no communication or way to leave.

One notable contribution was the deployment of Starlink units, provided by Elon Musk, which AeroLux delivered to local fire departments and police stations. This reestablished communication lines for the isolated communities, allowing them to request urgent supplies or assistance. Despite the devastation, the resilience and determination of the people involved in the relief efforts were palpable.

The episode concludes with reflections on the impact of AeroLux’s efforts. For a company that had never previously engaged in relief work, the response from employees was immediate and voluntary, with everyone eager to contribute. The relief missions ran for five and a half days, with each aircraft flying nearly 40 hours during that time. Now back in Nashville, AeroLux is working to catch up on maintenance, with aircraft needing significant repairs and checks after the intensive use.

In closing, John encouraged other pilots to volunteer in similar efforts if they have the experience and opportunity, describing it as a highly rewarding and necessary service, especially in times of crisis. The experience left a lasting impression on everyone involved, demonstrating the power of the aviation community to respond to natural disasters and help those in need.

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Mentioned on the Show
AeroLuxe Aviation
Operation Airdrop Hurricane Helene Relief
Operation Airdrop Facebook Page
AERObridge website
AERObridge Facebook Page
Hope on Short Final
North Carolina Airports Association
NBAA Humanitarian Emergency Response Operator database
GoCajunNavy.org
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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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
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351 Pilots to the Rescue: Your Stories of Hurricane Helene Relief Missions

Max talks about the devastating impact of Hurricane Helene and the massive relief efforts mobilized in response, particularly by the general aviation community. With over 200 fatalities reported, Helene brought devastating floods and unprecedented rainfall to the Southeastern United States, especially North Carolina. The hurricane dumped a staggering 42 trillion gallons of rain, equivalent to the flow of Niagara Falls for almost two years, submerging areas like Hendersonville, Spruce Pine, and Busick under multiple feet of water.

The podcast praises the role of helicopters in delivering supplies and evacuating people from remote, inaccessible locations.

Various organizations, including the National Guard, Coast Guard, and multiple state and federal agencies, coordinated relief efforts. General aviation pilots played a crucial role, flying hundreds of missions to transport supplies. However, Max emphasizes that pilots should work with recognized relief organizations to ensure the supplies reach their intended destinations effectively. He also notes the importance of obtaining prior permission, especially at Asheville Regional Airport, which has restricted GA flights.

Photo by Eric Hymes of Hopeonshortfinal.org

The episode then transitions to personal stories from listeners involved in the relief efforts. Andrew Doorey, flying a Cirrus SR22, shares his experiences delivering water and supplies to isolated areas. Mason Davis recounts his flights in a SuperVan, describing the camaraderie among the aviation community as they rallied to provide relief. Eric Hymes talks about his nonprofit’s efforts, underscoring the unprecedented level of general aviation involvement in disaster response.

Further contributions are shared by listeners like Steve Bloom, who flew a Pilatus PC-12 for relief missions, and Aaron Benjamin, a lawyer who took part in missions transporting supplies into North Carolina. Charley Valera of AeroBridge provides an update on his organization’s significant operations, flying over 150 missions and delivering tens of thousands of pounds of supplies in just a few days.

Photo by Mason Davis of Skydive Carolina

The episode concludes with a recording from MacKenzie Mitchell, the Director of Communications for Operation Airdrop. She gives a detailed update on the ongoing needs and evolving nature of the mission. She notes that while aerial drops have been essential, the transition to ground support is underway as more roads become accessible. She also describes the logistical challenges and overwhelming community response, with thousands of volunteers and aircraft mobilized to meet the massive demand for supplies.

Overall, the episode not only highlights the devastation wrought by Hurricane Helene but also showcases the extraordinary efforts and unity within the aviation community as they mobilized to provide critical relief in a time of crisis.

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Mentioned on the Show
Operation Airdrop Hurricane Helene Relief
Operation Airdrop Facebook Page
AERObridge website
AERObridge Facebook Page
Hope on Short Final
North Carolina Airports Association
NBAA Humanitarian Emergency Response Operator database
GoCajunNavy.org
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

So You Want To Learn to Fly or Buy a Cirrus seminars
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350 N831AZ SR22 Crash at Provo, UT and Stall/Spin Prevention

In this Aviation News Talk podcast episode, Max Trescott examines the crash of N831AZ, a Cirrus SR22, at Provo, Utah, focusing on the technical and situational factors that led to the accident. The aircraft took off from St. George, Utah, and flew for about 90 minutes before entering Provo’s busy traffic pattern for runway 13. The aircraft followed a slower light sport aircraft, leading to spacing and speed challenges in the pattern, which were critical to the crash.

First Approach: Airspeed Management Issues
The podcast outlines the first approach to runway 13, where the Cirrus displayed inconsistent airspeed control throughout. Despite instructions to fly specific speeds (100 knots on downwind, 90 on base, and 80 on final as per the Cirrus Flight Operations Manual), the pilot fluctuated greatly. Initially, the aircraft was 20 knots faster than required on final approach, only to slow to 4 knots below the target by the runway threshold. This constantly decreasing speed was problematic, contributing to an unstable approach and high workload for the pilot.

When discussing why maintaining a stable airspeed is essential, the host highlights several risks. For example, a continually decreasing speed can lead to control issues, making it harder to manage the aircraft’s energy state and potentially causing a stall. In the Cirrus case, the aircraft was instructed to go around due to its proximity to the slower aircraft ahead. However, this action did not remedy the underlying airspeed management issues.

Second Approach: Stalling and Spinning
The Cirrus’s second traffic pattern had some improvements but ultimately led to the crash. Airspeed control remained inconsistent, and the aircraft decelerated too rapidly during the base turn. Within seconds, the speed dropped from 86 knots to 70 knots—well below the target speed. This led to a stall and subsequent spin, with eyewitnesses reporting the plane made two full turns before crashing into Utah Lake.

The crash was severe, with the airframe sustaining heavy damage. A parachute was visible on the water’s surface, though it was unclear whether the pilot deployed it or if it was deployed by the impact.

The Importance of Airspeed Stability
Throughout the episode, the host emphasized the importance of airspeed stabilization, citing it as a major factor in both this crash and a similar accident involving a DA42 at AirVenture. Stable airspeed allows the pilot to maintain better control over the aircraft, reduces workload, and minimizes the risk of stalling. In contrast, pilots who allow their airspeed to fluctuate are at greater risk of being distracted, losing focus, or encountering control issues.

The host also discussed how adding flaps can cause a rapid deceleration, especially in a Cirrus. To counteract this, pilots should simultaneously push forward on the control stick and adjust the trim when adding flaps. Failure to do so can cause the nose to rise, leading to a dangerously slow airspeed.

Spacing Issues and Situation Awareness
Another point discussed was how the Cirrus pilot’s failure to manage spacing with the slower Sport Cruiser contributed to the accident. At one point, the Cirrus was only 0.3 nm behind the slower aircraft, prompting the controller to issue a go-around. However, the pilot did not adequately slow down, further complicating the situation.

The podcast underscored the responsibility of pilots in faster aircraft to maintain adequate separation, particularly at busy airports. In this case, the Cirrus pilot might have been inexperienced in managing such scenarios, especially coming from a non-towered airport like St. George, where traffic patterns are often less congested. The lack of a robust avionics system in this older Cirrus, which could have provided critical traffic information, may have further hindered the pilot’s ability to manage separation and situational awareness.

Lessons in Training and Aircraft Type
The podcast also touched on broader trends in Cirrus accidents, particularly those involving older models like the SR22 involved in this crash. The host pointed out that older Cirrus aircraft, especially those with round gauges and lacking modern avionics, have significantly higher accident rates than newer models equipped with the Perspective or Perspective+ systems. He speculates that this is partly due to the fact that pilots flying older aircraft may not invest as much in high-quality training.

The accident Cirrus was an older model (#3 in the SR22 series), and it’s suggested that the pilot may not have received sufficient training in managing airspeed and spacing in busy environments. This is particularly relevant when considering that the pilot had obtained his medical certificate in 2021, suggesting that he might have only been flying for a few years.

Final Thoughts and Safety Recommendations
The episode concludes with key takeaways from the crash. The most important lesson is that maintaining proper airspeed is critical for safety in the traffic pattern. The podcast host advises pilots to pay attention to their airspeed during each leg of the pattern, use trim effectively when adding flaps, and practice stabilizing their airspeed to avoid the risks of stalling.

Furthermore, the host stresses the importance of training, particularly in aircraft like the Cirrus SR22, which requires careful management of its high performance. He also advocates for better situational awareness and maintaining a sterile cockpit during critical phases of flight to minimize distractions.

The crash serves as a tragic reminder of the need for pilots to stay vigilant, well-trained, and fully engaged in every aspect of flight operations, particularly in complex traffic patterns.

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Mentioned on the Show
Operation Airdrop Hurricane Helene Relief
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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349 Buying and Flying a Cirrus SR22 from California to Missouri + GA News

In this episode of the Aviation News Talk podcast, Max interviews Nicholas Jain, who recently purchased a Cirrus SR22 and flew it from California to Missouri. The two aviation enthusiasts detail their shared experience in buying the plane, conducting the pre-purchase process, and navigating a cross-country flight through various weather and terrain challenges.

The episode begins with Nicholas arriving at San Jose Airport on a Wednesday evening to meet Max. After picking up a rental car, they immediately began their journey south to Santa Maria, where the aircraft had been moved after a pre-buy inspection. This was not Nicholas’s first trip to California related to the purchase. Two weeks earlier, he had flown out to meet Max and conduct a test flight in the Cirrus. This test flight, which lasted about an hour, provided both of them with an opportunity to assess the aircraft’s systems and functionality. Afterward, Nicholas arranged for a local pilot to fly the plane to Santa Maria, where it would undergo a more detailed inspection at a maintenance facility that had not worked on the aircraft before. He found the maintenance shop through COPA (Cirrus Owners and Pilots Association), which Max recommends to all Cirrus owners and renters for the wealth of resources and knowledge available through the community.

Their three-and-a-half-hour drive from San Jose to Santa Maria ended around 11 PM, and they stayed at a hotel conveniently located near the airport. The next morning, while Max was returning the rental car, Nicholas pre-flighted the SR22 at the maintenance facility. The aircraft was new to him, so he checked the oil levels, borrowed a fuel sump from the shop, and ensured that the plane had what was needed for the upcoming long flight. Nicholas shared his concerns about small, overlooked items like fuel strainers, which are often removed by sellers before transferring an aircraft.

Weather conditions at Santa Maria were not ideal, with an overcast layer at 300 feet, typical of the marine layer that rolls in from the coast. Nicholas, however, felt confident in departing with an ILS approach available at the airport. The marine layer eventually lifted slightly to 400 feet, and they were able to take off and head towards their first destination, Arizona.

Nicholas and Max discussed the challenges of navigating through mountainous terrain shortly after departure. Flying IFR (Instrument Flight Rules) at the required altitudes for safety would have placed them much higher than they preferred, especially since the SR22 was not equipped with oxygen. Therefore, they opted for a VFR (Visual Flight Rules) route once they were above the clouds to better navigate the lower mountain passes. Nicholas remarked on how different the terrain was compared to his home in Missouri, where most of his flying is done over flat land. He particularly noticed the effects of updrafts and downdrafts while flying through the mountains.

Their first stop in Arizona was the Grand Canyon Airport, which they chose because of its cooler temperatures and favorable conditions compared to other potential stops like Flagstaff or Prescott. Nicholas and Max were greeted by a friendly Twin Otter pilot, Sam Buchanan, who lent them his truck to get lunch while they refueled. This act of kindness stood out to them as one of the most memorable moments of the trip, highlighting the camaraderie often found in the aviation community.

After their stop at the Grand Canyon, the two pilots faced a long leg to Albuquerque. As they approached, they could see weather starting to build beyond the city, and although Albuquerque had clear skies, they made the decision to stay the night due to fatigue. Max emphasized the importance of recognizing when to stop early, citing their five-hour flight time and the building weather as key factors in their decision to land.

The following morning, they took off for Wichita, Kansas, with the goal of reaching Nicholas’s home near St. Louis. Max suggested departing VFR to save time, which allowed them to navigate the mountain passes more easily. Nicholas was not used to mountain flying, so he found the constant pitch adjustments to maintain proper climb speed during the departure to be an interesting challenge. Max provided valuable guidance on managing the aircraft’s performance through the updrafts and downdrafts, and they successfully cleared the mountains. Once clear, they picked up their IFR clearance and continued towards Wichita.

At Wichita, they made an impressively fast fuel stop, completing everything within half an hour. Nicholas remarked on the convenience of having a Subway sandwich shop inside the FBO, which allowed them to refuel both the plane and themselves quickly. Max noted that it was one of the fastest turnarounds he had experienced.

On the final leg of the journey, flying IFR from Wichita to Missouri, they encountered some unexpected weather and had to make several deviations around towering cumulus clouds. The SR22’s avionics allowed them to monitor weather and terrain effectively, helping them avoid significant turbulence and rain. However, towards the end of the trip, they experienced an unexpected issue: they lost engine instrumentation on the Garmin Perspective system. All data related to the engine, including RPM, manifold pressure, and fuel levels, disappeared from the display. This introduced a new layer of complexity to the flight, including the final landing.

Throughout the episode, both Max and Nicholas emphasized the importance of thorough planning, flexibility, and safety in long cross-country flights. They also shared how the unique challenges of the trip, from mountain flying to unexpected technical issues, provided valuable learning experiences for both pilots.

In conclusion, this episode provides an insightful look into the process of buying a plane and flying it across the country. Max and Nicholas’s journey highlights the importance of preparation, adaptation, and the strong sense of community within the aviation world.

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News Stories

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Video of the Week: Runaway Luscombe stopped by minivan
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348 N629AG Malibu Crash at Anderson, IN and Descent Planning + GA News

In this episode of the Aviation News Talk podcast, Max provides an in-depth analysis of the tragic crash of a Piper PA-46-350P Malibu Mirage, registered as N629AG, which occurred while the aircraft was attempting a visual approach to runway 12 at Anderson Municipal Airport (KAID) in Indiana. The episode dissects the series of events leading up to the crash, highlighting key factors such as descent planning, airspeed management, and the pilot’s use of available tools.

The aircraft departed from Fort Dodge Regional Airport (KFOD) in Iowa at 6:48 AM CDT on an IFR flight plan, climbing to FL210. The weather conditions at Anderson were reported as favorable, with clear skies and light winds, making it suitable for a visual approach. The aircraft’s flight path was relatively straightforward until the final approach to runway 12.

The critical issue began when the aircraft started its descent from 6800 feet MSL while 12 nautical miles (nm) from the runway, which was approximately 2000 feet higher than the ideal altitude for a 3-degree glide path. The pilot’s challenge was to manage both the descent rate and the airspeed to align with the glide path while preparing the aircraft for landing.

The episode discusses the various tools and calculations that could have helped the pilot manage the descent more effectively. For instance, the Garmin G1000 system in the aircraft could have provided valuable information on the aircraft’s descent profile, but it requires the pilot to be familiar with its configuration. The podcast emphasizes the importance of understanding and utilizing these tools, especially when performing complex tasks like managing a descent from a high altitude.

A significant focus of the discussion is on airspeed management during the approach. As the aircraft descended, its airspeed remained high, reaching 207 knots at 10 miles from the runway. Despite a slight reduction in speed and an increase in descent rate, the aircraft remained above the glide path, making it difficult to slow down and configure the aircraft for landing. The episode highlights that the aircraft’s landing gear extension speed was 165 knots, and the pilot only reached this speed after passing the airport, making it impossible to extend the flaps or gear in time.

In the final moments of the flight, the aircraft was still high and fast, with a descent rate that did not adequately bring it down to the glide path. As it crossed the runway threshold at 142 knots and 700 feet above the ground, the pilot initiated a go-around. However, the climb was poorly executed, with insufficient power applied, leading to a rapid decrease in airspeed. The aircraft stalled at an altitude of 2270 feet MSL, just over a mile beyond the runway, resulting in the fatal crash.

The episode speculates on possible distractions in the cockpit, such as communication with air traffic control and interactions with passengers, which may have contributed to the pilot’s failure to maintain adequate airspeed during the go-around. The podcast underscores that loss of control, often due to distraction, is a leading cause of aviation accidents.

In the latter part of the episode, the host discusses the importance of descent planning, especially during straight-in approaches, which can be deceptively simple. The episode introduces several tools available in Garmin-equipped aircraft for descent planning, such as the Selected Altitude Intercept Arc, Along Track Offset, and Vertical Flight Plans. These tools can help pilots manage their descent profiles more effectively, ensuring they arrive at the proper altitude and speed for landing.

The episode concludes by stressing the avoidability of the accident, noting that basic airmanship skills, such as maintaining airspeed and proper descent planning, are crucial for safe flight operations. The host also promotes further reading and resources, including his books on Garmin glass cockpit systems, to help pilots improve their understanding and use of these critical tools.

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News Stories

Mentioned on the Show
Video of the Week: Piper Arrow Narrowly Avoids Golfer
New Cessna R/TR182 Owners & Pilots type club
FAA Office of Chief Counsel interpretations database
AV8RGear.com Backpack Deal – $99.50 with promo code MAX
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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Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.

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