Max Trescott takes listeners inside the cockpit of the future in episode 390, as he shares his firsthand experience flying the fully electric Bristell B23 Energic trainer and talks with executives from H55, the Swiss company behind its electric propulsion system. This in-depth episode explores the technical, operational, and strategic aspects of electric flight training aircraft.
The B23 Energic is a joint project between Czech aircraft manufacturer BRM Aero and H55, the latter founded by the team behind the Solar Impulse aircraft that flew around the world on solar power. Max discusses how H55 is focusing on producing electric propulsion systems—batteries, controllers, and motors—for aircraft manufacturers, rather than building entire aircraft themselves. This modular approach is designed to speed up certification and lower development costs.
H55 CEO Martin Larose shares how the company is involved in several projects worldwide, including with CAE to retrofit Piper Archers, Harbour Air to electrify floatplanes, and Pratt & Whitney on a hybrid Dash 8-400. He also explains H55’s plan to manufacture battery systems in both Switzerland and Montreal to serve global markets while avoiding costly and complex battery transport logistics.
Max’s test flight takes place at Palo Alto Airport, where the B23 Energic was on a U.S. tour. He notes the aircraft’s similarities to the Piper Sport Cruiser in handling and design, due to a shared designer. The electric version offers about 60 minutes of flight time and a 10-minute reserve, although U.S. FAA rules would require a 30-minute reserve, limiting U.S. endurance to 40 minutes unless additional batteries are added.
The aircraft uses NCA lithium-ion batteries and features a liquid-cooled motor and controller, but air-cooled batteries to keep things simple. While the plane’s payload is about 73 pounds less than its piston counterpart, it offers dramatically lower operating costs—estimated at $8–9 per hour for electricity versus $50+ per hour in fuel and oil for conventional trainers.
The certification process, especially in Europe under EASA, remains H55’s biggest challenge, with 90% of company resources dedicated to achieving approval. The motor is built by Equipmake in the UK to H55’s design and features dual windings for redundancy—ensuring safe single-failure tolerance.
Max also interviews Laurent, the demo pilot, and Céline, a project engineer, learning about how H55 built hundreds of hours of bench testing before the aircraft even flew. Their insights underscore the care and rigorous engineering that go into preparing electric aircraft for real-world flight training environments.
In-flight, Max describes the aircraft as well-balanced and intuitive, with a quiet cabin that enhances concentration—an important advantage for student pilots. He praises the center stick control, wide cabin, and visibility. The landing was smooth and predictable, and energy use during the short flight was minimal—about 6 kWh for a pattern and 360 turn.
Finally, Max reflects on how quickly the electric nature of the aircraft faded into the background during flight—exactly what H55 wants. The B23 Energic is expected to launch in Europe in 2026 and U.S. in 2027, with a price of $431,000 for early buyers and $500,000 later. It will be certified for Day VFR only, making it a strong candidate for cost-effective flight training.
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Lightspeed Delta Zulu Headset GiveawayNTSB News Talk PodcastUAV News Talk PodcastRotary Wing Show PodcastH55 websiteBristell B23 Energic Electric AircraftFree Index to the first 282 episodes of Aviation New TalkSo You Want To Learn to Fly or Buy a Cirrus seminars
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Max Trescott interviews Dr. John Trowbridge, a seasoned physician and former senior Aviation Medical Examiner, to tackle a hidden yet critical safety topic: how over-the-counter (OTC) and prescription medications contribute to general aviation accidents. Studies have found that up to 40% of fatal accidents involve pilots with impairing substances in their system—ranging from allergy medications to sleep aids to alcohol. The problem? Many of these substances are legal and even commonplace, yet can significantly degrade judgment, memory, attention, and coordination.
Dr. Trowbridge emphasizes that many pilots—and even their doctors—are unaware of FAA wait-time guidelines. He explains the FAA’s “5x rule,” which states that a pilot must wait five times the recommended dosage interval before flying. So if a medication is taken every six hours, the pilot should wait 30 hours after the last dose. For 24-hour medications like Zyrtec, the wait time stretches to five full days.
The discussion highlights the particular dangers of first-generation antihistamines like Benadryl (diphenhydramine), which are highly sedating and frequently found in sleep aids like Tylenol PM, NyQuil, and Unisom. These medications, even when taken the night before, can impair cognitive function well into the next day. Alarmingly, Benadryl is the most commonly detected OTC drug in fatal GA accidents.
Dr. Trowbridge also warns about second-generation antihistamines like Zyrtec and Xyzal. While marketed as “non-drowsy,” these can still cause subtle sedation, especially in combination with alcohol or other medications. Alternatives like Allegra and Claritin are usually safer and FAA-approved—but only after personal ground-testing and AME consultation.
Beyond antihistamines, they explore other drug categories. For pain relief, medications like aspirin, Tylenol, ibuprofen, and Aleve are generally safe, but anything with “PM” on the label likely contains sedating ingredients. Prescription painkillers like codeine are outright disqualifying. Dr. Trowbridge shares unconventional options too, like topical lidocaine, coconut oil, and even horse liniment—though with cautions about application and legality.
Sleep aids are another minefield. Melatonin is the only one on the FAA’s “go list,” and even it should be ground-tested first. Nasal decongestants such as Afrin and Sudafed can raise blood pressure and cause jitteriness, making natural remedies like saline rinses or cool vapor inhalation preferable.
Cough medications also pose risks. Products with dextromethorphan (like DayQuil or Delsym) can sedate, as can multi-symptom formulas marked “PM” or “nighttime.” Gastrointestinal issues are more straightforward: most antacids like Tums and Maalox are safe, but anti-diarrheals like Imodium are not, due to sedation risks. UTIs are covered with non-sedating options like AZO and D-Mannose, but Dr. Trowbridge cautions pilots never to fly if symptomatic or on unfamiliar antibiotics.
The conversation then turns to alcohol. The FAA’s limit is 0.04%, but even lower levels can impair judgment, night vision, and reaction time—especially when combined with other medications or altitude-related hypoxia. Max cites an older FAA study showing that alcohol above 0.04% was found in 7% of fatal pilot crashes, with 3% involving both alcohol and drugs.
Finally, Dr. Trowbridge emphasizes the importance of pilot self-awareness and due diligence. Most doctors are not trained in FAA regulations and may prescribe disqualifying medications unless reminded. He urges pilots to always research their medications, consult their AME, and even speak with pharmacists about interactions and cognitive side effects.
Dr. Trowbridge’s website, ClearedForTakeoff.info, offers in-depth presentations on pilot health concerns like sleep, sinus issues, inflammation, and safe alternatives to disqualifying drugs. His goal is to help pilots avoid both illness and medication risks, empowering them to stay flying—and stay safe.
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Max Trescott welcomes aviation columnist, aerobatic instructor, and DPE Dr. Catherine Cavagnaro to explore smarter ways to plan cross-country flights. The conversation is inspired by Catherine’s June 2025 AOPA article titled “The Benefits of Getting High,” which argues that pilots often default to lower cruising altitudes or direct GPS routes without considering efficiency or safety trade-offs.Catherine explains that pilots should dig into their aircraft’s POH (Pilot’s Operating Handbook) to find performance charts that highlight how altitude affects both time and fuel efficiency. For her Bonanza, she found that the highest true airspeed at 65% power occurred around 7,000 to 8,000 feet, but fuel efficiency kept improving all the way up to the service ceiling. Using a sample 650-NM trip, she shows that cruising at 12,000 feet—despite a longer climb—saved enough fuel to eliminate a fuel stop, making the total trip time shorter.
They discuss how terrain, restricted airspace, and drop zones make GPS direct routing risky or impractical, especially across mountain ranges. Catherine shares how Victor airways, often dismissed as outdated, still provide safer terrain routing and proximity to emergency airports.
Max adds real-world examples, including dangerous direct flights through the Sierra Nevada that ended in CFIT accidents. He outlines three major cross-country paths—northern, central (I-80 corridor), and southern—each with their own altitude and weather considerations. The two agree that pilots often forget how minor route deviations can vastly improve safety with negligible time penalties. Catherine uses a mathematical analogy involving railroad tracks expanding in the sun to illustrate how small vertical detours can stem from large lateral gains.
They also dive into the importance of using supplemental oxygen—not just at legally required altitudes but even as low as 9,000 feet. Catherine explains how oxygen concentrators work, how they eliminate the need for tank refills, and how much better she feels after using them on long flights. Max echoes the sentiment, comparing it to the dramatic improvement that came with noise-canceling headsets. Together, they underscore how improved oxygenation can enhance alertness, decision-making, and post-flight fatigue levels.
When it comes to safety, Catherine highlights the “5 Fs” checklist she uses for personal go/no-go decisions, emphasizing that fatigue is the hardest one to self-assess. She emphasizes building “outs” into every flight plan, from not booking hotels in advance to carrying backup airline tickets in case weather or fatigue prevent safe continuation. Max shares a similar experience of aborting a leg from Reno when he realized how exhausted he was just after takeoff.
They also cover inflight considerations like maneuvering speed and turbulence. Catherine explains that because true airspeed rises with altitude while calibrated airspeed (which affects structural stress) stays lower, flying higher can reduce aircraft stress during turbulence—provided pilots understand how those values relate.
Finally, they joke about snacks in the cockpit—Catherine once flew past the Grand Canyon while munching a chocolate croissant from a bread-baking class. The lighthearted close reinforces the theme: safe flying is not just about skill, but about preparation, flexibility, and a little indulgence to make the journey enjoyable.
For any pilot planning a summer trip—or just wanting to sharpen their cross-country thinking—this episode is a goldmine of practical tips, insightful math, and hard-won wisdom.
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Max talks about common gotchas with RNAV GPS approaches, especially when using vectors to final (VTF). The conversation picks up where Episode 383 left off, with listeners asking how vectors to final (VTF) influences glidepath capture on WAAS approaches.
He explains that under normal circumstances—flying the approach via own navigation from an initial approach fix (IAF)—the GPS glidepath doesn’t turn magenta or allow autopilot coupling until the FAF becomes the active waypoint. The magenta color indicates that the GPS receiver has completed a signal quality evaluation, verifying that the WAAS signal is good enough for LPV minimums. Until this point, the glidepath indicator remains a hollow white diamond, and the autopilot will not descend.
However, activating VTF triggers this signal check immediately, regardless of the aircraft’s location. If the aircraft’s track is within approximately 100–110° of the final approach course, the glidepath indicator turns magenta and autopilot coupling becomes possible—even miles from the airport. This can be risky if the aircraft is outside the protected segment of the published procedure, especially in mountainous terrain where blindly following the glidepath can be hazardous.
Max notes that activating VTF early, particularly from a downwind leg, may display the “SUSP” annunciator. He urges pilots not to press the SUSP button in this scenario, as it can inadvertently sequence legs inappropriately or disable the approach altogether. The SUSP annunciator will clear automatically during the final base-to-final turn, provided it’s within 45° of the final approach course.
The episode then shifts to a common gotcha with ILS and RNAV approaches when being vectored in close. If a controller brings an aircraft in at an altitude that puts it above the glidepath—and the vertical deviation indicator centers before the lateral CDI centers—the autopilot will capture lateral guidance but not vertical guidance. Max describes this firsthand from a recent Vision Jet flight into Orange County, where his awareness helped avoid a missed capture. If the autopilot fails to capture the glidepath due to this timing issue, pilots must use vertical speed (VS) mode to manually descend and re-intercept it.
Responding to listener Matt’s question, Max discusses the use of VNAV (Vertical Navigation) mode as another way to descend to the glidepath for early coupling. He clarifies that while VNAV is a separate topic, it’s related because it can assist with managing step-down altitudes more precisely. If VNAV is properly configured—usually in conjunction with the APPR key—it can manage the descent and transition into the glidepath at the FAF. However, Max warns of several pitfalls: pilots often forget to dial in a lower altitude, which prevents descent; older G1000 systems may ignore VNAV commands if the top of descent (TOD) is more than five minutes away; and using VNAV may not align with ATC altitude restrictions.
He concludes that while VNAV has become more reliable due to Garmin software improvements, it introduces complexity and requires careful verification of ATC clearances and altitude settings.
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News Stories
A cabin door pops open just after takeoff. It’s noisy, surprising—but the aircraft is still flying just fine. So why are general aviation pilots still crashing and dying in these scenarios? In this episode, Max explores the unsettling trend of fatal accidents caused not by mechanical failure, but by how pilots react to in-flight distractions—specifically, an open cabin or baggage door.
In just the first five months of 2025, four U.S. GA crashes involved doors opening shortly after takeoff. Three were fatal; the fourth resulted in serious burn injuries.
Max walks through each accident in detail, including the tragic crashes of a Beech Baron in Colorado, a Vans RV-10 in California, a Beech A36TC in Pennsylvania, and a Piper Saratoga in Florida. In all cases, the door opening startled the pilot, who either tried to immediately return at low altitude or became distracted from flying. The result: stalls, spins, or uncontrolled impacts—none of which were caused by the open door itself.
Drawing from FAA guidance, NTSB investigations, and personal experience with over two dozen open-door incidents, Max explains exactly how pilots should handle this situation. The key? Don’t panic. Don’t try to fix the problem in the air. Fly the airplane, climb to pattern altitude, and land normally.
You’ll also learn about door designs that are more prone to issues—like gull-wing doors on RV-10s and Columbias, or rear doors on Diamonds—and the importance of educating passengers on how to respond. The episode also includes real-world listener stories, POH comparisons across different aircraft, and a review of FAA training materials that stress proper task management in abnormal situations.
Max reminds pilots that an open door is not an emergency—it’s a test of focus. If mishandled, it can become a fatal distraction. But with the right knowledge and discipline, it should be a non-event.
This episode is a must-listen for every GA pilot—because distractions happen, and it’s how we respond that makes the difference.
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News Stories
Max Trescott examines the tragic crash of a Citation S550, N666DS, in San Diego during an attempted RNAV (GPS) 28R approach to Montgomery Field at approximately 3:46 AM. After departing Teterboro, NJ, and making a fuel stop at Wichita’s Jabara Field, the pilot continued westbound overnight.
After refueling, the flight continued to San Diego, where the Montgomery Field AWOS was inoperative, and weather was marginal. The pilot requested weather at nearby airports.
The aircraft correctly crossed the final approach fix PENYY at 2500 feet but then flew below the glide path and failed to stabilize. Speeds decreased from 200 knots to 124 knots on final, increasing workload and destabilizing the descent.
Flight path data suggests the pilot may have flown the approach as if it were a non-precision LNAV approach, mistakenly observing step-downs like the PALOS fix, which applies only to LNAV. Two level-offs occurred—one around 1300–1400 feet, then again at 500 feet—further evidence of a step-down approach profile, inconsistent with a stabilized LPV descent. Ultimately, the jet was 173 feet below LPV minimums and 440 feet below LNAV minimums when it leveled at 500 feet before crashing.
The autopilot appeared to be disengaged near the end, with irregular lateral path and a brief climb after leveling at 500 feet. Fatigue may have played a significant role, as the pilot had been flying for over 7.5 hours and the crash occurred at 3:45 AM Pacific (6:45 AM Eastern), squarely in the circadian low period when alertness suffers.
Max points out that older aircraft like this 40-year-old Citation often have non-intuitive or limited autopilot functionality for RNAV approaches. Social media commenters speculated the aircraft may have had either a non-WAAS FMS providing limited vertical guidance, or a Jet Tech STC’d Garmin 750 setup requiring autopilot workarounds. Either case complicates RNAV approach execution—especially when the pilot is tired.
Given the ILS 28R approach was available and offered the same minimums, Max questions why the pilot didn’t choose it. Even older autopilots generally handle ILS approaches more reliably than LPV. He concludes that while RNAV approaches are preferred in modern aircraft, an older jet with dated avionics at night, may warrant choosing the simpler, more robust ILS option.
Max reiterates a fundamental safety takeaway: Always tailor your approach to the aircraft and situation. What works best in a G1000 or G3000 might not be safe in a 1980s-era Citation. And never underestimate the risks of fatigue, especially during early morning hours.
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Max Trescott and Rob Mark launch the first episode of NTSB News Talk, diving into NTSB agency news, recent accidents and newly published NTSB reports to help pilots better understand accident causes and improve decision-making in the cockpit. Please help us improve the showby sending us your feedback here. To hear future episodes of NTSB News Talk, Follow or Subscribe to the show in your podcast app.
They begin with a surprising administrative shake-up: the unexplained termination of NTSB Vice Chairman Alvin Brown . Rob questions the lack of transparency, pointing out how an independent agency like the NTSB should not be subject to political scapegoating without clear justification. Max brings up that the NTSB is hiring .
Next, they turn to cockpit video recorders—a long-recommended safety item by the NTSB. While commercial pilots and unions resist them on privacy grounds, Max and Rob argue that video can play a vital role in understanding pilot behavior and causes of crashes, especially in general aviation where data is often limited. Rob references Matt Thurber’s editorial advocating for video recorders and highlights tools like CloudAhoy that already allow post-flight review.
The hosts then discuss several accidents. One involved a Cessna 207 in Alaska that crashed during a go-around, possibly due to a dog on the runway. They examine when it’s safer to land versus abort, and why go-around procedures—rarely practiced—are often poorly executed, even by experienced pilots.
Two Citabria crashes raise density altitude concerns. One near Big Creek, Idaho , ended with no survivors; the other, in Wyoming, occurred during a flight to spread ashes . A partial engine power loss, high terrain, and low climb capability proved fatal. Both hosts emphasize how critical it is for instructors to teach performance limitations in high-elevation operations, especially in underpowered aircraft.
Max talked about a Fireboss firefighting seaplane that ditched in the Atlantic, killing the pilot, while on a ferry flight to the Azores. He mentioned that experience ferry pilot Sarah Rovner talked in detail about ferry piloting issues in episode 379 of the Aviation News Talk podcast.
Another incident highlights poor weather decision-making. A Piper PA-28 crashed near Mount Equinox, Vermont after entering icing conditions in IMC. The non-instrument-rated pilot, traveling with family on a ski trip, stalled and crash-landed. The hosts explain how “get-there-itis” and poor weather avoidance can prove fatal, and caution against pressing on in marginal conditions—especially with passengers aboard.
The episode’s deep dive analyzes the fatal accident of N611VG, a Citation 560 over Virginia. The pilot lost cabin pressure at high altitude and became incapacitated due to insufficient supplemental oxygen. The aircraft, operating Part 91, had numerous maintenance discrepancies—including an empty oxygen bottle and neglected pressurization issues. The pilot and passengers perished. Rob emphasizes that maintenance negligence is a silent killer, and guests aboard privately owned aircraft may have no idea about their true safety risks.
Max and Rob conclude with a discussion on high-altitude emergency procedures, including explosive decompression response. They urge pilots to practice rapid descents to VMO and recognize the signs of hypoxia before it’s too late. Finally, they encourage all pilots—regardless of experience—to schedule a flight review with an instructor to refresh skills like go-arounds and emergency descents.
This debut episode delivers clear, actionable safety lessons and insider insight into real-world aviation accidents. It’s a must-listen for pilots, CFIs, aircraft owners, and anyone serious about flight safety and learning from the NTSB’s findings.
Max tackles a common frustration among pilots: why RNAV (GPS) glide paths sometimes fail to couple with the autopilot. A recent Facebook post from a pilot flying a Cirrus SR22T triggered the discussion, as the poster encountered exactly this problem during an LPV approach, mistakenly attributing it to an expired database. Max explains that the real culprit was a fundamental misunderstanding of RNAV approach procedures.
Unlike an ILS glide slope, which is a physical radio beam transmitted from ground equipment, an RNAV glide path is a computed construct generated by the aircraft’s GPS navigator. It only becomes “real” for the autopilot to couple to when flown properly, following all step-down altitudes as published. A key indicator is the glide path diamond: it remains hollow and white until the aircraft crosses the fix before the Final Approach Fix (FAF), at which point it turns solid magenta, signaling that the autopilot can engage.
Max emphasizes that this behavior contrasts with ILS approaches, where pilots sometimes get away with intercepting the glide slope from above. Doing so on RNAV approaches, however, won’t work because the computed glide path isn’t extended infinitely; it’s activated only within a defined segment of the approach.
To verify this, Max conducted simulator flights on multiple RNAV approaches. He discovered a consistent pattern: the glide path diamond always turned magenta while crossing the fix immediately before the FAF—not at a set distance before or after a particular waypoint. This nuance is crucial for ensuring autopilot capture and a stabilized approach.
Drawing a parallel to AIM 5-4-5b, Max reinforces that both ILS and RNAV approaches are designed to be intercepted at specific altitudes. Deviating from these procedures risks automation surprises, or worse, capturing false glide slopes in the case of ILS. He recalls the Air India Express Flight 812 crash as a tragic example of why proper interception altitudes matter.
The key takeaway is a simple formula for reliably flying RNAV approaches: descend to each step-down fix altitude, and ensure you’re at the target altitude when crossing the fix before the FAF. When done correctly, the glide path diamond will turn magenta, allowing the autopilot to capture it and guide the descent.
Max’s detailed breakdown underscores why relying on social media for technical advice can be misleading. Instead, pilots should seek information from authoritative sources and understand the underlying principles behind automation behavior. By following published procedures and recognizing cues like the hollow versus solid glide path diamond, pilots can avoid surprises and maintain safe, stable approaches.
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News Stories
Max Trescott shares his top recommended settings for Garmin avionics systems, specifically the G1000, G1000 NXi, G3000, G5000, and the Cirrus Perspective and Perspective+ systems. These configuration tips enhance situational awareness, flight safety, and pilot efficiency—and many also apply to Garmin standalone navigators like the GTN 650 and 750.
The episode begins with a critical safety upgrade: switching the Traffic Page vectors from Absolute to Relative. Unlike absolute vectors (which only show heading), relative vectors display a target aircraft’s flight path in relation to your own—allowing you to detect potential collision courses earlier and take evasive action sooner.
Max also explains Pilot Profiles, which store individual settings for different pilots or flight types. These profiles auto-save any inflight changes, even if made by other users, which can unintentionally overwrite your setup. He offers a clever workaround: naming your profile something like “Maintenance Only” to discourage accidental use.
For Cirrus Perspective, Perspective+, and other G1000-based systems, Max outlines his strong preference for Track Up or Heading Up map orientations and why North Up is ergonomically flawed. North Up can disorient pilots in high-workload situations and may even contribute to midair conflicts, as it forces mental rotation of traffic and terrain. Airline pilots overwhelmingly avoid it—and you should too.
Other key settings include:
Auto Zoom: Turn off to avoid erratic map scaling.
Track Vector: Set to 60 seconds to better judge turns and approach timing.
Wind Vector: Display wind components (headwind/tailwind and crosswind) clearly for better landing decisions.
Fuel Range Rings: Display fuel reserves and total endurance graphically to enhance fuel planning.
Obstacle & Terrain Awareness: Enable obstacle data and use Relative Terrain (especially at night) to avoid controlled flight into terrain (CFIT).
For Cirrus Perspective pilots, Max also emphasizes enabling Runway Extensions to help identify the extended centerline in complex or night conditions, and TFR overlays to stay compliant with airspace restrictions.
Soft key setup tips include:
Enabling Traffic every flight.
Using the Inset Map (Vertical Situation Display) to monitor terrain clearance, especially during nighttime descents or cruise-level wind shifts.
Declutter Levels: Adjust map detail to balance visibility and clarity; Max prefers the “Detail –3” setting to retain Class B/C airspace while reducing screen clutter.
Disabling Pathways and flashing cursors, which can cause visual overload.
Through these curated settings, Max demonstrates how pilots flying with Garmin or Cirrus Perspective avionics can custom-tailor their displays for clarity, efficiency, and most importantly—safety.
Dr. Victor Vogel, a former oncologist turned flight instructor, founded the nonprofit Susquehanna STEM to the Skies to improve STEM education in rural Pennsylvania. The aviation-based STEM program was launched to address declining science and math scores among students, especially after the COVID-19 pandemic. By combining aviation concepts with hands-on learning, the program offers a powerful way to teach science, technology, engineering, and mathematics in real-world contexts.
Victor discovered that aviation offers rich, practical applications for STEM—such as flight navigation, time-speed-distance calculations, weight and balance, and engineering challenges. At the heart of the program is a Redbird FMX full-motion flight simulator, which draws students to the airport and anchors immersive educational experiences. Victor quickly learned that involving educators—not just pilots—was critical. Today, the board includes school superintendents, career technical center (CTC) leaders, and drone experts.
Students experience aviation careers beyond piloting, including aircraft maintenance, drone operation, medical helicopter crews, and aerospace engineering. Field trips, Girl Scout and Boy Scout aviation badge events, career fairs, and summer STEM camps all expose kids to high-demand aviation-related fields. Programs often include time in the simulator, tours of LifeFlight helicopters, and visits to maintenance hangars and paint shops.
Partnering with Sun Technical Institute, the program offers career-track students opportunities to fabricate metal airplanes and build Mars rover kits. A Redbird J desktop simulator expands access for physically challenged students. Another initiative included building a pedal-powered Piper Cub with students, demonstrating how aviation and vocational trades can intersect creatively.
Several success stories highlight the program’s impact. One former flight attendant is now a multi-rated certified flight instructor after a single inspiring simulator session. Others have moved on to flight schools, the Air Force Academy, or regional airline careers. The program’s ripple effect is also reaching educators. One high school band director attended the AOPA High School STEM Symposium, launched an aviation club, and introduced aviation curriculum into his school.
The organization was incorporated as a 501(c)(3) in late 2020—just as the COVID-19 pandemic was surging. Despite the initial slow progress, Victor journaled his efforts during the pandemic, later publishing them in his book Pains and Planes, which captures both the struggle of cancer patients during COVID and his dream of launching a STEM nonprofit.
Looking forward, Victor emphasizes the importance of finding volunteers—especially retired pilots, mechanics, teachers, and educators. He believes many people are simply waiting to be asked to contribute. He encourages others to replicate this aviation nonprofit model in their own communities by starting with educators, partnering with local airports, forming a nonprofit, and reaching out to media for visibility.
For those inspired to launch a similar STEM and aviation program, Victor recommends building partnerships with school districts and intermediate units, seeking grants and donations, and always putting student engagement first. His program shows that aviation-based STEM education can uplift rural students and guide them toward rewarding careers.
To learn more or get involved, visit www.stemtoskies.org or contact Victor at vvogel@aol.com.
