Aviation News Talk – Page 2 – General Aviation Podcast

369 Reagan Midair: CVR and FDR Data Revealed at NTSB Press Conference

The NTSB held a press conference to provide preliminary findings from the flight data recorder (FDR) and cockpit voice recorder (CVR) related to the January 29 midair collision near Reagan National Airport between a U.S. Army Black Hawk helicopter and a PSA Airlines CRJ regional jet. The Black Hawk was conducting a checkride with night vision goggles and was following FAA-designated helicopter routes. The CRJ was cleared for a visual approach to Runway 33.

The investigation revealed discrepancies in altitude readings from the Black Hawk’s instruments, raising concerns about possible erroneous altimeter data. At 8:47:40 PM, the CRJ received an automated traffic advisory, and the tower instructed the Black Hawk to pass behind the CRJ. However, due to a transmission overlap, the Black Hawk may not have received the full instruction. Seconds later, the aircraft collided at approximately 313 feet altitude.

The NTSB is conducting a visibility study, examining night vision goggle effects, air traffic control communications, and ADS-B transmission issues. The agency commended the FAA’s temporary helicopter flight restrictions but has not determined if permanent changes are necessary. The full investigation is ongoing, with additional findings expected in the final report.

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#368 NTSB Accident Investigation Process with Jeff Guzzetti

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368 NTSB Accident Investigation Process with Jeff Guzzetti

Max interviews Jeff Guzzetti, a former NTSB investigator, to discuss the Max interviews Jeff Guzzetti, an aviation safety consultant and former NTSB investigator, for an in-depth discussion on aviation accident investigations. Given the recent high-profile aviation incidents, Max and Jeff explore the detailed processes followed by investigators to determine probable causes and prevent future accidents.

Jeff begins by explaining ICAO Annex 13, the international framework governing accident investigations. This document ensures global cooperation, allowing manufacturers, regulatory bodies, and investigators from different countries to collaborate. He also defines key terminology, distinguishing between “accidents,” “incidents,” and “serious incidents,” and explaining how these classifications determine the level of NTSB involvement.

The NTSB is required by Congress to investigate all civil aviation accidents in the U.S., but due to resource constraints, they rely on FAA inspectors to gather information for smaller accidents, particularly those without fatalities. Jeff explains how the NTSB prioritizes major accidents, dispatching a GO team with specialists in areas such as human performance, engines, and flight systems.

For larger accidents, Jeff describes the party system, where manufacturers, airlines, and regulatory agencies provide technical expertise under strict confidentiality rules. The NTSB oversees and controls the investigation, ensuring objective findings. Jeff recalls past incidents where parties were removed from investigations for violating confidentiality, such as when the National Air Traffic Controllers Association (NATCA) was dismissed for unauthorized press briefings.

Max and Jeff discuss the critical role of black boxes—cockpit voice recorders (CVRs) and flight data recorders (FDRs). Jeff details the process of retrieving these devices, particularly when submerged in water, and the careful procedures used to extract and analyze data. He also explains how modern aircraft and even smaller GA planes with avionics like the Garmin 1000 can provide investigators with vital flight data, even when traditional black boxes are not available.

The conversation shifts to the hazards investigators face at accident scenes, including biohazards, sharp wreckage, extreme environmental conditions, and even the dangers of inhaling carbon fiber particles from burned composite materials. Jeff describes safety protocols, including protective suits and respirators, to mitigate these risks.

Mental health challenges for investigators are also addressed. Repeated exposure to tragic accidents, particularly those involving children, can take a psychological toll. Jeff highlights the NTSB’s Employee Assistance Program (EAP), which offers support and counseling, and explains that many investigators develop coping mechanisms to continue their work effectively.

Regarding the recent mid-air collision near Washington, D.C., Max asks how the high-profile nature of the accident—occurring at an airport frequently used by lawmakers—might affect the investigation. Jeff believes this will lead to heightened scrutiny but also ensure a thorough and well-documented investigation. He outlines the expected timeline, with a preliminary factual report within a few weeks, possible public hearings within months, and a final report with probable cause conclusions in about 18-24 months.

Jeff warns against jumping to conclusions based on early evidence, emphasizing that accidents often have multiple contributing factors. He discusses cognitive biases in accident investigation, where even experienced investigators may initially focus on familiar patterns rather than objectively analyzing all available data.

Towards the end of the episode, Max and Jeff talk about opportunities for those interested in aviation accident investigation. Jeff describes his teaching role at USC’s Aviation Safety Program, where he educates students on accident investigation techniques, human factors, and safety management systems. He also shares insights from his consulting work and role as an NBC aviation analyst.

The episode concludes with Jeff encouraging listeners to stay engaged in aviation safety and avoid premature speculation about accidents. He emphasizes the value of thorough investigations in making aviation safer for everyone.

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367 Learjet X-AUCI Philadelphia Crash and Reagan MidAir Update + GA News

Max provides updates on the midair collision over the Potomac River between a U.S. Army Black Hawk helicopter and a regional jet, followed by an analysis of the fatal crash of a Learjet 55 in Philadelphia.

Potomac River Midair Collision Update
Flight data suggests the airliner climbed 50 feet at the last moment, possibly upon spotting the helicopter. Reports indicate the helicopter deviated approximately 250 feet from its assigned path and was flying 125 feet higher than permitted.

A preliminary FAA safety report reveals that only one controller was handling both helicopter and airplane traffic at the time, a situation that normally requires two controllers until 9:30 PM. However, while this reduced staffing is noted, there is currently no indication that it played a direct role in the accident.

The episode also discusses leaked footage of the crash, which led to the arrest of two Metropolitan Washington Airports Authority employees. The NTSB is expected to release a preliminary report soon, followed by a final report that will likely be extensive, given the complexity of the case.

Rather than focusing on individual blame, the discussion emphasizes the need for systemic safety improvements. If a Safety Management System (SMS) had been in place, a hazard assessment might have identified the risks associated with helicopters flying so close to aircraft landing on Runway 33. The episode highlights how normal altitude deviations in flight could pose significant risks in such constrained airspace.

The segment concludes with an anecdote about midair collision avoidance from the host’s flight instructor, underscoring the importance of situational awareness.

Philadelphia Learjet 55 Crash
Shortly after takeoff, the aircraft appeared to experience a loss of power, likely in the left engine. Flight data shows that after an initial climb at 3,000 feet per minute, the climb rate suddenly dropped to 1,300 feet fpm, suggesting power loss. The aircraft began banking left instead of making the expected right turn. Within seconds, the jet entered a steep descent, reaching an 18,000 feet-per-minute descent rate before crashing. The crash resulted in six onboard fatalities, plus one fatality and 22 injuries on the ground.

The host analyzes several contributing factors, including the challenges of recognizing and reacting to an engine failure at night in IMC. Unlike in daylight conditions, where pilots can visually detect yaw from an engine failure, IMC conditions require instrument reliance, which can delay response time. The Learjet’s older avionics, possibly with round gauges instead of a modern glass cockpit, may have further complicated the pilots’ situational awareness.

The aircraft was climbing normally until the climb rate sharply decreased, suggesting a power reduction rather than an aerodynamic stall. When an engine fails in a twin-engine jet, immediate rudder input is required to maintain control. If the pilots did not apply the correct rudder or mistook the engine that failed, they could have lost control.

The lack of a flight data recorder on the aircraft limits available information, but investigators hope to retrieve data from the jet’s ground proximity warning system. The cockpit voice recorder, found buried in an eight-foot crater, may provide further insight into the crew’s final moments.

The host underscores the importance of recurrent training for engine-out scenarios, particularly in multi-engine aircraft. Pilots flying twins should frequently practice engine failure procedures, as responding correctly in a high-stress situation is crucial.

Key Takeaways
The episode ends with a reminder that pilots can reduce risk by maintaining proficiency in emergency procedures, enhancing situational awareness, and considering the broader safety framework that governs their operations.

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#109 Avoiding Midair and Near Midair Collisions

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366 Midair Collision at Reagan National – Tragedy Over the Potomac

Max discusses the tragic midair collision at Reagan National Airport between a PSA Airlines CRJ700 regional jet and a U.S. Army Black Hawk helicopter. The midair crash over the Potomac River was captured by a Kennedy Center webcam.

The accident, captured by a Kennedy Center webcam, showed the aircraft’s lights merging before a fiery explosion over the Potomac River. Initial reports mistakenly suggested that a jet had overrun the runway and entered the water, but later evidence confirmed the midair collision.

To analyze the event, Max reviews ATC audio and flight tracks from ADSBExchange. While the full accident report will take time, early indicators suggest that the Army helicopter failed to follow ATC instructions to pass behind the regional jet before landing on Runway 33. Instead, it ended up in the same airspace as the descending airliner, leading to the collision. Midair accidents involving airliners are extremely rare, but when they do occur, they often result in regulatory changes.

Trescott draws historical parallels to the 1978 PSA Flight 182 collision over San Diego, which led to the creation of Class B airspace and Mode C transponder requirements. He notes the irony that the involved airline, PSA Airlines, shares a name with the defunct carrier from the San Diego crash but is now a subsidiary of American Airlines.

Flight 5342 was on the Mount Vernon Visual Approach to Runway 01, following the Potomac River. The Black Hawk helicopter, PAT25, was also navigating along the river but from the northwest, flying erratically between 200 and 800 feet before leveling at 300 feet near the airport. The regional jet, descending steadily, turned northeast before crossing the river to land on Runway 33 at around 330 feet MSL.

The midair impact occurred about 0.4 nautical miles from the runway, with Flight 5342 traveling at 106 knots and the Black Hawk at 71 knots. At 12 seconds before impact, the two aircraft were on a near head-on collision course, just 0.6 nautical miles apart. ADSBExchange reported that the helicopter was not transmitting ADS-B Out, a requirement in Class B airspace (though military exemptions may apply). Instead, its position was tracked through multilateration from Mode S transponders. This means the helicopter likely appeared on the airline crew’s traffic display, but they might have relied on TCAS alerts instead—unfortunately, those alerts are inhibited at low altitudes.

According to FAA Advisory Circular AC 20-151A, TCAS alerts are suppressed below 900 feet AGL while descending, and below 400 feet, all aural and visual traffic advisories (TAs) are completely disabled. The crash occurred at around 330 feet MSL, meaning Flight 5342’s TCAS system did not warn the pilots of the impending collision.

Max then plays ATC recordings, highlighting crucial moments in the last few minutes. The tower instructed the Army helicopter to maintain visual separation from the airliner, but it appears the crew misidentified the aircraft they were supposed to follow. This raises the possibility of nighttime perception errors, where pilots can see another aircraft’s lights but struggle to judge its position and motion due to lack of depth perception, relative motion cues, and the autokinesis effect.

Trescott shares his own experience from a similar situation while landing a Vision Jet at night. Despite ATC’s assurances that a following aircraft had him in sight, his traffic display showed a collision course. Only after he insisted did the controller order the other aircraft to widen its approach.

The episode also references Prof. James Reason’s Swiss Cheese Model, which explains how multiple layers of defense exist in aviation, but sometimes the holes in each layer align, leading to an accident. In this case, multiple failures occurred:

The Army crew did not follow ATC instructions.
Both crews failed to see and avoid each other.
The helicopter was not transmitting ADS-B Out.
TCAS alerts were inhibited due to low altitude.
The tower did not warn the airliner about the helicopter.
A reported FAA radar screen showed collision alerts 30 seconds before impact, but no action was taken.

There will be extensive investigations, regulatory discussions, and likely new safety measures to prevent similar accidents. Max encourages pilots to use all available tools, including traffic displays with relative vectors, to enhance situational awareness—especially at night when visual perception is limited.

Listeners interested in learning more about midair collision avoidance are directed to episode 109 of Aviation News Talk. The episode closes with a reminder to always fly defensively and proactively avoid conflicts in the air.

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365 FlySto: Bringing Airline-like Flight Analysis to General Aviation

Max Trescott talks with Patrick Lienhart about FlySto.net, a platform designed to bring Flight Operations Quality Assurance (FOQA) capabilities to general aviation pilots. They begin by explaining FOQA, a tool used by airlines to analyze flight data, identify trends, and enhance safety through proactive measures. FOQA has played a crucial role in maintaining the stellar safety record of Part 121 airline operations.

What is FOQA?
Patrick describes FOQA as a system that collects and analyzes flight data from various aircraft systems. It helps airlines identify safety trends before they become incidents, allowing training departments to address issues before they lead to accidents. FOQA data encompasses parameters such as altitude deviations, speed variations, and operational limits. Airlines have used FOQA for decades to prevent unsafe practices, and FlySto aims to bring similar capabilities to GA pilots.

Introducing FlySto
Max highlights how Safety Management Systems (SMS) are now being mandated for charter operators in the U.S., creating an opportunity for GA pilots to adopt FOQA-like analysis tools. FlySto enables GA pilots to analyze their flights independently, offering insights into performance, adherence to standard operating procedures, and areas for improvement. Pilots can review their flights at any time and compare data without external grading pressures.

How FlySto Works
Patrick explains that FlySto processes avionics data to provide an in-depth look at flight performance. It offers a range of perspectives, including:

2D and 3D views: Displaying flight paths for situational awareness.
Cockpit HUD (Heads-Up Display) view: Simulating a PFD for post-flight review.
Graphical analysis: Allowing pilots to correlate factors such as cylinder head temperature (CHT) with airspeed and other parameters.
Uploading and Accessing Flight Data
FlySto supports multiple data sources, including:
Avionics systems such as Garmin and Dynon.
Engine monitors.
ADS-B track logs from FlightAware and ADS-B Exchange.
Navigation apps like ForeFlight and Garmin Pilot.

Pilots can upload flight data directly to FlySto, enabling them to visualize their performance over time and track improvements.

Reviewing and Comparing Flight Data
One of FlySto’s standout features is its ability to compare an individual pilot’s performance against fleet averages. For example, a Cirrus SR20 pilot can compare their traffic pattern with the model’s average performance, identifying deviations in lateral spacing, power settings, or approach speed. The system does not judge performance but helps pilots recognize differences and make informed adjustments.

Approach Scoring and Landing Analysis
FlySto includes an approach scoring system that assigns a percentage score to landings based on predefined parameters such as:

Speed at 50 feet above the runway.
Rate of descent.
Lateral deviation.

Pilots can compare their approach scores against fleet averages or customize scoring criteria for personal tracking. Additionally, FlySto provides landing limits, helping pilots ensure they meet safe approach parameters.

Customizable Flag Rules
FlySto allows pilots and fleet managers to set custom alerts, known as flag rules. These can highlight exceedances such as:

High CHT for extended periods.
Excessive bank angles at low altitudes.
Starter engagement exceeding manufacturer recommendations.

Flight schools and aircraft owners can use these features to monitor aircraft usage and detect trends that may indicate unsafe practices or excessive wear on components.

Aircraft Performance Analysis
FlySto offers real-world aircraft performance analysis by comparing actual takeoff, cruise, and landing performance against POH (Pilot’s Operating Handbook) figures. This helps pilots verify if their aircraft is performing as expected or if factors like engine wear are affecting performance. The system interpolates POH data for real-time conditions, including weight, density altitude, and wind, revealing discrepancies between expected and actual performance.

Video Integration
A unique feature of FlySto is its ability to overlay flight data onto recorded cockpit videos. Pilots can upload a video of their flight, and FlySto will synchronize it with flight data to display an instrument panel overlay. This feature helps pilots visually correlate their actions with aircraft behavior, enhancing debriefing sessions.

ADS-B Traffic and Wake Turbulence Awareness
FlySto integrates ADS-B traffic data to enhance situational awareness. Key functionalities include:

Collision detection alerts: Identifying potential midair conflicts.
Wake turbulence tracking: Showing aircraft positions from the past few minutes to alert pilots of potential wake encounters.

Patrick shares an example where a Cessna 206 unknowingly crossed the wake of a Boeing 787 three minutes after it passed, illustrating how FlySto can help pilots recognize invisible hazards.

Weather Data Integration
FlySto archives real-time METARs, radar imagery, and significant weather advisories, enabling pilots to review historical weather conditions during flight debriefs. Pilots can overlay radar images onto their flight path to assess weather avoidance strategies and storm development timelines.

Future of FlySto and Pricing
Currently, FlySto is free, but a subscription model is planned. Pricing will remain accessible, with basic access available at no cost for students and low-hour pilots. More advanced features, such as fleet tracking and in-depth analytics, will be available through premium subscriptions, though costs will remain modest compared to overall flying expenses.

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364 Second Career in Aviation: Flying for PlaneSense with Jim Goldfuss + GA News

Max talks with talks with Jim Goldfuss, who shares his inspiring journey transitioning from a long career in logistics and retail to fulfilling his lifelong dream of flying professionally. The conversation covers Jim’s early passion for aviation, his career transition, and his current role with PlaneSense.

Jim’s Aviation Journey
Jim, from Long Island, New York, has always been surrounded by aviation—his father worked for United Airlines, sparking his childhood ambition to become a pilot. Despite earning his private pilot’s license in 1989, financial constraints forced him to shelve his dream for decades while he built a career in logistics and retail management. However, by 2020, with grown children and stable finances, Jim revisited his goal, diving back into aviation training. Over two years, he obtained his instrument rating, commercial license, and Certified Flight Instructor (CFI) certificate. He began instructing in 2022, a role that significantly honed his skills and prepared him for his current position.

Teaching and Professional Growth
Jim credits his CFI experience with deepening his knowledge of aviation and improving his communication skills. Teaching students forced him to not only explain the “how” but also the “why” of aviation procedures, sharpening his understanding. This background proved invaluable as he transitioned to a professional flying role, particularly in mastering advanced avionics and working within a crew environment.

Joining PlaneSense
Jim details his meticulous approach to joining PlaneSense, a fractional aircraft ownership company operating Pilatus PC-12 and PC-24 aircraft. Initially inspired by a mentor’s suggestion, Jim conducted thorough research, attended industry events, and networked with PlaneSense personnel. His efforts culminated in a year-long application process, during which he diligently updated his resume and built connections. Jim emphasizes the importance of persistence and relationship-building in securing opportunities within the aviation industry.

Life at PlaneSense
Jim describes PlaneSense as a company with a welcoming culture, modern equipment, and strong support for its pilots. Its operations include 42 bases and a young fleet of Pilatus aircraft. The company’s two-pilot operation model ensures safety and efficiency, and Jim explains how roles are divided between the captain and second-in-command (SIC). As an SIC, he alternates legs with the captain, focusing on tasks such as preflight checks, programming avionics, and monitoring during flights.

Training and Operations
Jim highlights PlaneSense’s comprehensive training program, which includes weeks of ground school, simulator sessions, and mission-specific training. The instruction, conducted by PlaneSense instructors in leased simulators, focuses on company-specific procedures, ensuring seamless integration into their operations. Jim appreciates the structured approach, which allowed him to build confidence before beginning initial operating experience (IOE) flights with experienced captains.

A Week in the Life
Jim’s schedule involves seven days on, followed by seven days off. His typical rotation includes a mix of short hops in the busy Northeast and longer legs to destinations like Florida, the Rockies, and the Caribbean. He shares memorable experiences, such as landing at exclusive airstrips like Ocean Reef Club in Florida and flying to remote ranches in Texas. These unique flights showcase the variety and excitement of his work.

Future Goals and Company Growth
Jim plans to advance to captain on the PC-12 and eventually explore training roles, leveraging his passion for teaching. PlaneSense provides multiple career growth pathways, including moving to the PC-24 fleet or transitioning to leadership positions. Jim emphasizes that PlaneSense values retention and offers a positive work-life balance, which has attracted both long-term employees and younger pilots building experience for airline careers.

Advice for Aspiring Pilots
Jim offers practical advice for those interested in professional aviation. He stresses the importance of networking, persistence, and staying proactive in updating applications and resumes. He encourages aspiring pilots to research companies thoroughly, attend industry events, and build relationships with recruiters and current employees. For low-time pilots, Jim recommends focusing on building hours through instruction or similar opportunities.

Reflection and Gratitude
Jim expresses deep satisfaction with his role at PlaneSense, emphasizing the supportive environment, quality of life, and cutting-edge equipment. He finds fulfillment in interacting with clients and flying advanced aircraft. Jim’s enthusiasm underscores the rewards of pursuing one’s passion despite challenges, and he encourages others to follow their dreams with determination and preparation.

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News Stories

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“Go Around” song used by permission of Ken Dravis; you can buy his music at kendravis.com

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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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Mentioned on the Show
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
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

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

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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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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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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“Go Around” song used by permission of Ken Dravis; you can buy his music at kendravis.com

If you purchase a product through a link on our site, we may receive compensation.

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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Send us your feedback or comments via email

If you have a question you’d like answered on the show, let listeners hear you ask the question, by recording your listener question using your phone.

News Stories

Mentioned on the Show
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

Free Index to the first 282 episodes of Aviation New Talk

So You Want To Learn to Fly or Buy a Cirrus seminars
Online Version of the Seminar Coming Soon – Register for Notification

Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.

Get the Free Aviation News Talk app for iOS or Android.

Check out Max’s Online Courses: G1000 VFR, G1000 IFR, and Flying WAAS & GPS Approaches. Find them all at: https://www.pilotlearning.com/

Social Media
Like Aviation News Talk podcast on Facebook
Follow Max on Instagram
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Listen to all Aviation News Talk podcasts on YouTube or YouTube Premium

“Go Around” song used by permission of Ken Dravis; you can buy his music at kendravis.com

If you purchase a product through a link on our site, we may receive compensation.