Aviation News Talk – Page 9 – General Aviation Podcast

338 Flying the Loft Dynamics Full Motion, Virtual Reality, Airbus H125 Helicopter Simulator + GA News

In this episode, Max explores Loft Dynamics, a Swiss company transforming helicopter training with cutting-edge virtual reality (VR) simulators. The episode provides an in-depth look at the company, its technology, and the potential impact on the industry. Max visited Loft Dynamics’ demo center in Santa Monica, California, and flew their Airbus H125 training device, the only VR simulator approved by the EASA.

Loft Dynamics’ VR simulators, including the H125, H145, and Robinson R22, offer a cost-effective alternative to traditional full-motion simulators. Traditional simulators are expensive, ranging from $6 to $20 million, and require substantial space due to their large hydraulic systems. By contrast, Loft Dynamics’ simulators cost around $1 million, depending on options, and are much more compact. These simulators feature an open design where the pilot sits on a seat moved by electric motors, significantly reducing the required space.

Loft Dynamic’s Tedd Rossi, hosted the visit and provided insights into the technology behind the simulators. Loft Dynamics currently ships their simulators with Varjo VR headsets, but will update systems as newer headsets become available. The simulators use the Valve Index Base Station system, which tracks the VR headset’s position and orientation with lasers, and 16 cameras to track the pilot’s body and arm movements. The graphics are powered by Lenovo servers running IPACS software. Aircraft data certified by Airbus ensure accuracy within 1% of the actual helicopter performance.

The episode includes a detailed walkthrough of the simulator’s instructor console and controls. Rossi explains the various functions, including aircraft settings, weight and balance adjustments, environmental controls, and malfunction simulations. The instructor can control the simulator’s environment, such as weather conditions and visibility settings, to create realistic training scenarios. The console also tracks the pilot’s eye movements and body positioning, providing valuable feedback for training purposes.

One notable feature of the Loft Dynamics simulator is its ability to integrate external sling load operations, making it the first qualified VR helicopter external sling load (HESLO) simulator on the market. This capability was recently certified by EASA, demonstrating the high level of realism and training value offered by Loft Dynamics’ technology.

The episode captures the hands-on experience of flying the simulator. Initially, Rossi demonstrates the simulator while the host operates the instructor console, then they swap roles. Max’s summary describes the immersive experience of flying the VR simulator, and he emphasizes the potential industry impact of Loft Dynamics’ VR simulators. Traditional simulators are not only expensive but also require significant space and infrastructure. Loft Dynamics’ lower cost, more compact solutions make high-quality training more accessible to smaller operators and training centers. Additionally, the realistic and immersive nature of the VR simulations can provide more effective training, particularly for complex operations like HESLO.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

Support the Show by buying a Lightspeed ANR Headsets
Max has been using only Lightspeed headsets for nearly 25 years! I love their tradeup program that let’s you trade in an older Lightspeed headset for a newer model. Start with one of the links below, and Lightspeed will pay a referral fee to support Aviation News Talk.
Lightspeed Delta Zulu Headset $1199
Lightspeed Zulu 3 Headset $899
Lightspeed Sierra Headset $699
My Review on the Lightspeed Delta Zulu

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 the Week – 152 Canyon Turn Close Call
Steal a Helicopter with the Stars of Beverly Hills Cop: Axel F
Extreme heat bakes the West; emergency helicopters struggle to fly
Aerial tourism gains momentum as early eVTOL use case
Chris Cole’s YouTube: Towing Gliders
Ride the Rails at Marina, CA: Handcar.com
Loft Dynamics
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

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
Follow Max on Twitter
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.

337 Yeti Airlines flight 691 crash – Human Factors for General Aviation Pilots

Max discusses the critical role of human factors in aviation safety, prompted by the tragic crash of Yeti Airlines flight 691 in Nepal in 2023. He emphasizes that pilot error is a significant contributor to aviation accidents, accounting for about 80% of them, underscoring the importance of understanding and mitigating human factors to enhance flight safety. He highlights the significance of human factors, which can affect any general aviation aircraft.

The episode centers on the crash of Yeti Airlines flight 691, an ATR 72, which crashed during a visual approach to Runway 12 at Pokhara International Airport. The flight crew had already completed two legs between Kathmandu and Pokhara earlier in the day. The accident occurred in VMC, with the flight crew initially cleared to land on Runway 30, but later requesting a change to Runway 12 without providing a reason.

During the approach, the Pilot Flying (PF) disengaged the autopilot and called for flaps to be set to 30 degrees. However, the Flight Data Recorder (FDR) did not record any flap movement. Instead, both propellers entered a feathered condition, resulting in a loss of thrust. The cockpit voice recorder (CVR) captured the crew performing the before-landing checklist without noticing the incorrect flap position. Despite increasing the power lever angle, both engines remained at flight idle, contributing to the loss of thrust.

As the aircraft descended, the crew struggled to manage the situation. The PF handed control to the Pilot Monitoring (PM), who also noticed the lack of engine power. The aircraft entered a left bank, and the stick shaker activated, warning of an impending stall. Despite attempts to regain control, the aircraft crashed, killing all 68 passengers and four crew members.

The investigation into the crash revealed several human factors contributing to the accident. The use of noise-canceling headsets by the PF may have reduced his ability to detect auditory cues indicating engine issues. Additionally, the high workload and distractions from operating into a new airport contributed to ineffective Crew Resource Management (CRM) and checklist adherence. The new Pokhara airport’s challenging approach, with a tight circuit and no published instrument procedures, further increased the crew’s workload.

Trescott delves into the SHELL model used to analyze human factors in the accident. The SHELL model examines the interaction between Software, Hardware, Environment, and Liveware (people). The analysis highlighted that the crew’s high workload and distractions, coupled with the challenging visual approach, led to critical errors. The proximity of the propeller condition levers and flap handle on the ATR 72’s center pedestal also contributed to the inadvertent feathering of both propellers.

In discussing workload, Max emphasizes its impact on pilot performance. High workload can lead to increased errors, task degradation, and poor performance. He explains that workload is influenced by task difficulty, the number of tasks in parallel or series, and the time available to complete tasks. Pilots can mitigate high workload by starting descent and approach planning earlier, slowing down the aircraft, and increasing flight path length. These strategies provide more time to complete tasks methodically, reducing the risk of errors.

Trescott also highlights the effects of high workload, such as attentional narrowing and task shedding. Under high workload, pilots may focus excessively on one task, neglecting others, leading to errors and decreased situational awareness. He shares an anecdote about a glider pilot who, under high workload and anxiety, fixated on the landing area and neglected airspeed monitoring, resulting in a stall and crash. This story parallels the Yeti Airlines crash, where high workload and distractions led to the crew’s inability to manage the aircraft properly.

The episode continues by discussing how high workloads can affect decision-making processes. High workload can lead to rapid decisions made without considering all factors, options, or complexities. When pilots are under high workload, they might simplify decision criteria to reduce their workload quickly. This can increase the chance of errors as tasks might be performed hastily and without thorough consideration. High workloads can also lead to autonomous routines or checks being underprioritized, which may cause critical steps to be overlooked.

Task engagement and concentration on a single task are benefits of high workload, but they also pose risks. The captain on the Yeti flight, despite his experience, may have allowed some tasks to become too routine, not giving them the attention they required. Processes that require executive control—such as concentrating, calculating, or performing unfamiliar tasks—can add significantly to workload. When these tasks are combined with existing ones, especially under time constraints, the risk of excessive workload increases.

Trescott explains that task difficulty is often the most challenging workload driver to reduce. However, pilots can manage time limitations by allowing more time for tasks, which helps to avoid workload buildup. Effective CRM practices, such as delegating tasks to colleagues, can also help manage workload. Emergency situations are particularly challenging, but creating time and managing tasks between crew members can help.

Recognizing high workload is critical, but individuals might not always realize it in the moment. Changes in time perception and task absorption can make high workloads less obvious. Therefore, relying on individuals to recognize and manage their workload is unreliable unless they have specific training. Recognizing changes in situations before workload increases and noticing high workload in others are more effective triggers for managing workload.

High workloads can lead to decreased situational awareness, reduced attention span, slower reaction times, increased errors, auditory exclusion, tunnel vision, physical stress responses, impaired decision-making, communication breakdown, and task shedding. Understanding these responses is crucial for developing strategies to mitigate risks associated with high workload.

The episode concludes with a reflection on the experience of the pilots on Yeti Airlines flight 691. The crew was experienced, but the new airport’s challenges and distractions contributed to errors. The check captain’s familiarity with the controls and potential overconfidence might have led to complacency. Trescott warns that overconfidence and complacency are key factors that can erode safety benefits from experience.

Trescott emphasizes the importance of strategies to catch and correct mistakes, highlighting that all pilots are human and fallible, and proactive measures are essential for safety.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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.

Mentioned on the Show
Yeti Airlines flight 691 Final Report
Flight-crew human factors handbook
Episode #283 Wings to Rotors: How to add a helicopter rating

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
Follow Max on Twitter
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.

336 Cirrus SR22T CAPS Parachute Pull over Seattle with Jim Simon + GA News

Max talks with CFI Jim Simon, about an incident involving a Cirrus SR22T and a parachute deployment. On a clear winter day in March, Simon and a learner pilot embarked on a six-month recurrency flight. The day started routinely with pre-flight checks showing all systems in the green. They took off from Renton Airport on runway 34, following the East Channel departure, which took them over Lake Washington. As they climbed to 2,500 feet MSL, Simon noticed two engine surges followed by a loud bang. The propeller stopped, and the engine seized, plunging them into an emergency situation.

Simon describes the eerie silence following the engine failure and his immediate assumption of control when the learner froze. He methodically executed the ABCDE emergency checklist: Airspeed, Best place to land, Checklist, Declare emergency, and Execute. With urban areas and a busy highway nearby, Simon decided against landing on the highway or pulling the parachute over water, as he disliked the prospect of swimming post-ditching. Instead, he aimed for a greenbelt area, Creek Parkway, avoiding dense urban zones.

During the descent, Simon determined they would pull the parachute at 1,500 feet MSL, approximately 1,000 feet AGL. After a brief glide, they pulled the parachute at the designated altitude, experiencing a violent jerk as the CAPS (Cirrus Airframe Parachute System) deployed. The plane initially pointed nose-down, oscillating between level and downward pitches. Simon vividly recalls the dramatic view of power lines, but they narrowly avoided them by about 50 feet. The parachute slowed their descent, and they landed softly in a marshy area with blackberry bushes and dead trees.

Simon reflects on the remarkable softness of the landing, comparing it to falling on a bed of pillows. After ensuring there was no fire or fuel smell, he and the learner evacuated the plane. They navigated through blackberry bushes to reach a nearby neighborhood, where they were met by concerned residents. The emergency services arrived swiftly, and the incident transitioned to the administrative phase, involving the FAA, NTSB, and insurance companies.

Simon highlights the role of CAPS in ensuring their survival, stating that without the parachute, a safe outcome in such a densely populated area would have been impossible. The NTSB took the engine for analysis, and Simon remains in close contact with them to determine the failure’s cause. He discusses the thorough administrative processes of the FAA and NTSB, contrasting them with the insurance company’s meticulous demand for precise flight hours.

Despite the incident, Simon experienced no fear during the emergency, attributing his calm response to extensive training and preparation. He emphasizes the critical importance of emergency training for pilots, especially instructors who regularly practice these scenarios. Simon’s learner, initially frozen during the incident, later struggled to process the experience, highlighting the different impacts such events can have on individuals based on their experience levels.

Simon underscores the importance of procedural and emotional preparation for emergencies. He advocates for the use of simulators in training, allowing pilots to experience and manage critical situations safely. He also discusses the cultural shift needed among pilots flying Cirrus aircraft, encouraging reliance on CAPS over attempting risky landings in emergencies.

Throughout the interview, Simon’s account is both a testament to the effectiveness of the CAPS system and a call to action for continuous training and preparedness. Simon’s story serves as an educational and inspirational narrative for pilots and aviation enthusiasts alike, emphasizing that preparation, training, and the right equipment can make all the difference in an emergency.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
USC Aviation Safety & Security Certificate Program
Flying Magazine article by Peter Garrison

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
Follow Max on Twitter
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.

335 Mental Health Issues: What Pilots Need to Know – with Dr. Victor Vogel + GA News

Max talks with Dr. Victor Vogel about mental health issues and what pilots need to know when getting a pilot medical certificate. He also talks about how somatogravic illusion nearly brought down Southwest flight 2786, which nearly crashed while flying the missed approach at Lihue, Hawaii. He also discusses two fatal twin engine accidents that occurred this week in Colorado and New York.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
#156 Atlas Air Crash Flight 3591 Explained & Somatogravic Illusion
#157 5 Ways Somatogravic Illusion is Killing Pilots
Book: Why We Sleep on Amazon
National Association of Flight Instructors – NAFI
Susquehanna STEM to the Skies

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
Follow Max on Twitter
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.

334 Making Flight Training Safer – Tips for CFIs and Pilots with John Fiscus + GA News

Max talks with John Fiscus discuss about strategies for flight instructors when teaching in the traffic pattern. These tips are also useful for pilots flying by themselves.

John begins by addressing a fundamental issue he has noticed among new John highlights a common issue among new CFIs: teaching based on qualitative feelings rather than quantitative data. He emphasizes the importance of providing concrete numerical guidance to students. John introduces the concept that “energy equals time,” stressing that the amount of energy (airspeed, power, altitude) affects reaction time, especially as the aircraft gets closer to the ground.

John recounts how he was invited by Cirrus to give a presentation focused on accidents involving CFIs during traffic patterns. The positive feedback from this presentation led him to create a more detailed 54-minute video to expand on the subject. While the initial presentation was tailored for Cirrus instructors, John clarifies that the principles he discussed are applicable to any CFI, regardless of the aircraft they teach in.

Max and John both stress the continuous learning aspect of being a CFI. They agree that even seasoned instructors can learn new techniques and perspectives from both experienced and new CFIs. John shares how he constantly updates his teaching methods based on interactions with other instructors.

A key concept John introduces is “energy equals time.” He explains that in the context of traffic patterns, the amount of energy (in terms of airspeed, engine power, and altitude) directly correlates to the amount of time available to react to any issues. He emphasizes the need for CFIs to monitor the total energy state of the aircraft constantly. As the aircraft gets closer to the ground, the available reaction time diminishes, requiring more precise control and quicker correction of errors.

Max concurs, adding that CFIs must strike a balance between allowing students to make mistakes and ensuring safety. He shares an anecdote where he allowed a student to struggle with starting the engine during a phase check, highlighting the importance of letting students experience and solve problems independently.

John expands on this by describing the different “hats” an instructor wears: teacher, coach, and evaluator. The evaluator role is particularly challenging because it involves observing without intervening unless absolutely necessary. This approach helps students build confidence and competence.

The conversation then shifts to the practical aspects of flight instruction. Max asks John about the “ready position” and “guard position,” where an instructor is prepared to take over the controls if needed. John explains that while it’s essential to be ready to intervene, being too visibly prepared can distract students and make them nervous. Instead, he suggests a more relaxed position, where the instructor’s hand is close enough to the controls to act quickly but not so close that it’s obvious to the student.

John also discusses the importance of setting specific tolerances for errors at different stages of the traffic pattern. On the downwind leg, for instance, he allows a greater margin for altitude and airspeed deviations, using these moments to gauge a student’s awareness and response time. As the aircraft moves closer to the runway, he tightens these tolerances, particularly on the base and final legs where the consequences of errors are more critical.

John advocates for allowing minor deviations and observing how quickly students correct themselves. If they don’t, he makes verbal corrections, and if those are ignored, he physically takes over the controls. This method not only ensures safety but also reinforces the importance of precise flying.

The discussion also covers techniques for physically guarding the controls, especially in critical phases like takeoff and landing. John shares strategies for subtly positioning hands near the throttle and control yoke, ready to intervene without alarming the student. Max adds insights from his own experience, including an instance where he had to take over when a student’s seat slid back during takeoff. Throughout the podcast, Max and John emphasize the dynamic nature of flight instruction and the necessity for CFIs to remain adaptable, observant, and committed to continuous learning.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
Netflix: Pepsi, Where’s My Jet?

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
Follow Max on Twitter
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.

333 FAA Compliance Program – What You Need to Know with Mark Kolber + GA News

Max talks with Mark Kolber, an aviation lawyer and CFI, about the FAA’s compliance program. The conversation starts with Max highlighting an interesting piece Mark wrote, stating that he prefers to assist clients such that the FAA Flight Standards District Office (FSDO) remains unaware of his involvement. Mark explains that lawyers can often be off-putting in such scenarios, and sometimes it’s best to guide clients on how to handle the situation themselves rather than intervening directly. He assesses each case to determine the necessity of his involvement based on its severity and likelihood of formal enforcement.

Max then inquires about the history and evolution of the FAA’s compliance program. Mark outlines that the compliance program, which started in 2015, added a new dimension to the existing system. Previously, pilot deviations, such as altitude infringements or airspace violations, led to investigations that could escalate to formal enforcement, involving warning notices, letters of investigation, and potentially trials before the National Transportation Safety Board (NTSB) or even federal courts.

With the compliance program, the FAA shifted from a punitive approach to a more rehabilitative one. The program aims to handle deviations through retraining and discussion rather than punishment. This change encourages a more open dialogue between pilots and the FAA, promoting safety culture where pilots are more willing to report mistakes without fear of severe repercussions.

Mark recounts an example from 2016 where a pilot violated a Temporary Flight Restriction (TFR) during the presidential election period. By being proactive and logging the necessary remedial training with his instructor, the pilot was able to resolve the issue without formal enforcement. This example underscores Mark’s advice to be proactive and address issues head-on through training relevant to the violation.

Max and Mark discuss how the compliance program’s non-punitive philosophy aligns with broader safety programs in aviation, emphasizing the importance of open communication and remedial training to improve overall safety. Mark notes that the program has been generally successful, though it has also allowed the FAA’s legal department to focus more on serious violations due to reduced caseloads from minor infractions being handled at the FSDO level.

Max asks about the process pilots should follow if they receive a call from the FAA. Mark advises not to answer immediately but to listen to any voicemails first. This approach allows the pilot to consider their response carefully. He also stresses the importance of filing a NASA form, which can offer protections if the case goes to formal enforcement. Mark highlights that seeking professional advice at this stage is crucial, even if it’s just for guidance rather than full legal representation.

The conversation shifts to the types of cases that might not be suitable for the compliance program. Mark explains that egregious violations, such as fraud, logbook falsification, and repeat offenses, are typically not handled within the compliance program. Instead, these cases often lead to formal enforcement actions. He emphasizes that the FAA prioritizes compliance and safety, and non-compliant or deceitful behavior is treated more severely.

Max and Mark then explore various scenarios and outcomes within the compliance program. Mark illustrates how being proactive about training and addressing issues can often result in favorable outcomes, such as avoiding formal enforcement. However, he notes that in some cases, particularly severe or fraudulent ones, formal enforcement might be unavoidable.

Mark advises against the old notion of avoiding FAA contact to escape identification, pointing out that with modern technology like ADS-B, the FAA can track aircraft movements accurately. He shares anecdotes of pilots attempting to evade detection but ultimately being found by the FAA. He asserts that cooperation and transparency are generally more effective approaches.

The discussion concludes with practical advice for pilots who receive a Brasher warning, which is an ATC request for a pilot to contact the tower following a deviation. Mark recommends making the call but keeping it brief and factual, providing only necessary information. He stresses the importance of not making any admissions during the call, which could be used against the pilot later.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
Mark Kolber’s articles in IFR Pilot Magazine

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
Follow Max on Twitter
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.

332 FAA Reauthorization Effects on Training and DPEs with Jason Blair and Friday Mailbag Special

Max interviews Jason Blair about the FAA reauthorization bill and its implications for flight training and pilot certification. And Max reads listener stories and emails.

Blair opens the discussion by addressing the establishment of an enhanced qualification program for restricted Airline Transport Pilot (ATP) certificates. Traditionally, these certificates were available only through collegiate aviation programs, which allowed for a reduced flight hour requirement to obtain a restricted ATP. The new bill, however, extends this pathway to include programs developed directly by or in coordination with airlines under FAA-approved training sectors (Part 141 or 142). This change potentially levels the playing field, offering non-collegiate entities the opportunity to develop similar programs, thereby increasing access and flexibility for aspiring pilots.

Blair also highlights a provision that allows flight instructors, registered owners, and lessees of covered aircraft to conduct flight training without needing a letter of deviation authority from the FAA, provided they are not offering commercial training services. This reduces bureaucratic hurdles and simplifies the process for private aircraft owners seeking training.

Discussing examiner-related changes, Blair delves into the implications for Designated Pilot Examiners (DPEs). The new bill allows DPEs to operate under basic medical standards, expanding their eligibility and potentially retaining more experienced examiners in the system. Blair explains that while this change won’t immediately affect a large number of examiners, it provides flexibility and helps sustain the examiner workforce.

Moreover, the bill proposes the creation of a national oversight office for examiners to standardize selection, deployment, and training processes. This national office aims to ensure consistency in practical tests across different regions, improving the overall quality and reliability of the examination process. Blair emphasizes the need for standardized testing to ensure that pilot evaluations are consistent regardless of location.

Blair touches on recommendations from the 2021 DPE Aviation Rulemaking Advisory Committee, including improving the DPE locator system. The goal is to make it easier for candidates to find available examiners, potentially integrating scheduling tools to optimize examiner utilization and reduce backlogs.

Blair provides practical tips for those seeking examiners, advising against assuming that the local examiner is the only option. He encourages candidates to explore the FAA’s designee management site, reach out to multiple examiners, and provide detailed information when making inquiries to improve response and scheduling efficiency. He also suggests the possibility of scheduling backup dates to account for weather-related delays.

Lastly, Blair addresses changes to flight instructor certificates, specifically the removal of the expiration date on the plastic certificate. While this change aims to reduce administrative costs, it doesn’t eliminate the need for flight instructors to maintain their currency through refresher courses. Blair clarifies that flight instructors will still need to adhere to the same standards, but the process will be streamlined to reduce the frequency of certificate renewals.

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.

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

331 New ACS Changes and How They’ll Affect Your Next Checkride – Jason Blair + GA News

Max and Jason Blair discuss recent changes in the FAA’s aviation testing standards, notably the transition from PTS to ACS. Key updates include the conversion of the CFI test to ACS, introducing scenario-driven evaluations. New maneuvers, such as demonstrating flight characteristics under various conditions, have been added for CFIs. Instructors can now use pre-developed lesson plans, easing the preparation burden.

Instrument rating changes allow using approaches with decision altitudes like LNAV/VNAV and mandate partial panel approaches to reflect real emergency scenarios. GPS databases must remain current. For commercial pilots, precision in power-off 180-degree landings is emphasized, and understanding ballistic parachute systems is required.

These updates aim to modernize testing, aligning it with current industry practices and technology without drastically altering training content. The use of electronic flight bags (EFB) for planning and in-flight operations is now permitted, enhancing practicality. Jason assures that these changes will improve the evaluation process while maintaining consistency with previous standards, providing a seamless transition for candidates.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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
Buy Max Trescott’s G1000 Book Call 800-247-6553
Buy Max Trescott’s G3000 Book Call 800-247-6553
Simulators Save Lives (FAA Helicopter)
Skydiving instructor at CA site found guilty of fraud
Who regulates sky diving? USPS website
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
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
Follow Max on Twitter
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.

330 Prop Safety, Twin Comanche Crash & IFR Listener Stories – A Friday Mailbag Special

Max reads a number of listeners stories and emails from listeners. Several of the stories are in response to #328, in which we talked about a tragic aviation accident involving a CFI who purchased his dream airplane, a Piper Twin Comanche, and crashed it on the way home.

Bill commented on the FAA reauthorization bill discussed in episode 329. He pointed out that historically, only a small fraction of initiatives from previous reauthorization bills are completed on time, with many never completed at all.

John asked about the proper method for rotating a prop by hand. Max explained that the primary goal is to prevent the prop from accidentally starting, which could happen if the mag key is not in the off position or if a P lead is broken. He emphasized turning the prop in the opposite direction of its normal rotation to avoid generating a spark, which could cause the engine to start.

Sam praised episode 328 but expressed concerns about the insurance checkout the accident pilot received.

Steven shared his experience of buying a Twin Comanche 30 years ago and the benefits of joining the International Comanche Society (ICS). He highlighted how the ICS training and publications helped him handle a gear issue shortly after purchasing his plane. Steven recommended all Comanche owners join the ICS to gain valuable knowledge about their aircraft. He also mentioned an incident where a new Comanche owner misunderstood the gear light dimming at night, underscoring the importance of specific training and publications.

Stefan shared his standard procedure for dealing with gear problems, which includes informing ATC, engaging the autopilot, and then troubleshooting.

John, nearing 61 years old, inquired about starting flight training and the potential hurdles, especially regarding medical certification and medications.

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.

Mentioned on the Show
#328 Crash on the way home of newly purchased Piper Twin Comance
International Comanche Society
FAA AME Guide for Medical Examiners

Max’s Books – Order online or call 800-247-6553 to order.
Max Trescott’s G3000 and G5000 Glass Cockpit Handbook
Max Trescott’s G1000 & Perspective Glass Cockpit Handbook

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
Follow Max on Twitter
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.

329 FAA Reauthorization Act of 2024 and How It Impacts GA Pilots

In this episode, Max discusses the FAA Reauthorization Act of 2024 and the dozens of provisions that may impact GA pilots. Here’s are the main points covered:

Remote Towers: Rob Mark’s investigation into Remote Towers, discussed in episode 292 may be bearing fruit. Section 621 mandates the FAA to create a program and publish milestones for the design and operational approval of remote tower systems. By the end of 2024, the FAA is required to expand this approval process to at least three airports, prioritizing airports without permanent control towers, those serving small and rural communities, and those newly accepted into the Contract Tower Program.

Airport Surface Situational Awareness: The FAA must deploy technologies like Airport Surface Detection Equipment to enhance situational awareness and prevent runway collisions, tracking both aircraft and vehicle movements.

Low-Altitude Routes for Vertical Flight: Section 627 emphasizes the need for additional rotorcraft, powered-lift aircraft, and low-altitude routes. Within three years, the FAA must start updating low-altitude routes and procedures to ensure safe operations, incorporating performance-based navigation and minimizing conflicts with other airspace users and communities.

Drones and UAS Regulations: The bill includes various references to drones and Unmanned Aircraft Systems (UAS). Notably, drones can operate in Class G airspace up to 400 feet without prior FAA authorization, and above that with authorization. Section 930 directs the FAA to propose regulations for Beyond Visual Line of Sight (BVLOS) operations within four months, setting standards for remote pilots and ensuring safety for manned aviation.

Section 800 General Aviation: Reexamination of Pilots: The FAA must notify pilots about reexaminations within a year, with restrictions on passenger operations if not conducted within 30 days.

GAO Review: A report on the implementation of the Pilot’s Bill of Rights.

Aircraft Privacy: The FAA must establish processes to withhold registration and identifiable information for private aircraft owners.

Registration Numbers: Ensures fair access to aircraft registration numbers, preventing automated systems from bulk reserving numbers.

Investigations: The FAA must finalize any investigation open for more than two years unless an extension is necessary, approved by senior FAA officials.

All Makes and Models Authorization: The FAA must reauthorize mechanics and inspectors to work on a wide range of aircraft types.

Response to Investigations: Individuals have at least 30 days to respond to FAA letters of investigation.

ADS-B Out Equipage Study: A study on the implementation and impact of ADS-B Out equipment, examining costs, benefits, and potential incentives for aircraft owners.

Off-Airport Operations: Section 809 prevents the FAA from enforcing regulations that would require a pilot to continue an unsafe landing, referencing the case of Trent Palmer who faced suspension for a low-altitude inspection pass.

Airshow Safety Team: Section 811 proposes the creation of an Airshow Safety Team to enhance safety at airshows and aerial events through non-regulatory measures and best practices.

Registration Validity: Allows aircraft to operate on expired registrations if a renewal application is in process.

Temporary Airman Certificate: Permits immediate issuance of a temporary certificate while awaiting a replacement.

LODA Exemption: Expands the Letter of Deviation Authority exemption for flight training in certain experimental aircraft.

BasicMed for Examiners: Allows examiners to administer tests if they meet BasicMed requirements.

FAA Process Improvements: Sections 816-819 aim to improve various FAA processes:

Designee Locator Tool: Enhancements to the public search function for locating FAA designees.

Registration Backlog: Reduces the aircraft registration backlog, ensuring applications are processed within 10 business days.

Part 135 Certificate Backlog: Establishes a timeline for processing Part 135 air carrier certificates.

Aircraft Conformity: Simplifies the conformity process for Part 135 operators.

Flight Instructor Certificates: Section 820 requires the removal of the expiration date on flight instructor certificates, replacing it with recent experience requirements, thus easing the burden on instructors who need to renew their certificates regularly.

Regulatory Consistency: Sections 821-823 address the consistency in the application of FAA policies and regulations, ensuring uniform interpretation and application across different regions and offices.

Other Provisions

MOSAIC Rulemaking: Modernization of Special Airworthiness Certification within 24 months.

Gyroplane Regulations: Excludes gyroplanes from certain rotorcraft fuel system requirements.

Logging Flight Time: Allows logging of flight time for certain public aircraft operations.

EAGLE Initiative: Continues efforts to eliminate leaded aviation gasoline by 2030.

BasicMed Expansion: Increases allowable weight and passenger limits for BasicMed aircraft.

ADS-B Data Use: Prohibits the FAA from initiating investigations based solely on ADS-B Out data.

Charitable Flight Exemptions: Validates exemptions for fuel reimbursement for charitable flights for five years, with provisions for rescinding exemptions under specific conditions.

This comprehensive legislation aims to modernize aviation regulations, improve safety, enhance efficiency, and ensure fair processes across various aspects of aviation.

If you’re getting value from this show, please support the show via PayPal, Venmo, Zelle or Patreon.

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.

Mentioned on the Show
Episode #292 Remote Towers with Rod Mark
FAA Reauthorization Act of 2024
AOPA’s Summary of GA Related Provisions

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
Follow Max on Twitter
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.