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Max Trescott | Aviation News Talk Network

General Aviation news, pilot tips for beginners & experts, interviews, listener questions answered, technical details on G1000 & Perspective glass cockpits & flying GPS approaches. 40 yrs experience flying general aviation aircraft. As an active flight instructor, I bring my daily experiences in the air to this show to help teach pilots and future pilots to fly safely. I'm a Platinum Cirrus CSIP instructor and work with people who are thinking about buying a new or used SR20 or SR22. Go to AviationNewsTalk.com for my contact information, or to click on Listener Questions, which lets you speak into your phone to leave a question you’d like answered on the show.

Aviation News Talk podcast

Max talks with airline pilot and Designated Pilot Examiner (DPE) Jim Pitman to clear up a persistent avionics myth: that pressing the APR (Approach) key activates a GPS approach. In reality, APR is part of the automatic flight control system (AFCS)—not the GPS navigator. Its function is to arm the flight director’s lateral and vertical capture modes so the autopilot (if engaged) can follow the approach path. You can also view a video version of this episode. Just look on the page for August 15, 2025 video. And while you're on that page, please sign up to support the show.
 
 
 
 
 
Jim’s “apples vs. oranges” analogy helps pilots keep the two systems straight:
 
Apples = GPS navigator functions like activating an approach, sequencing waypoints, and CDI scaling.
 
Oranges = AFCS/autopilot functions like heading, NAV, APR, and altitude hold modes.
 
Max and Jim break down common scenarios in G1000 and Garmin Perspective+ cockpits, including:
 
 • How to know an approach is active (look for magenta waypoint below the approach title).
 • Why APR is often pressed at the wrong time—and how that can disarm modes.
 • When to press NAV instead of APR (e.g., intercepting before clearance).
 • How to interpret scaling modes (LPV, LNAV, terminal, en route) inside the HSI.
 • Using OBS mode effectively and when to turn it off.
 
They also discuss common checkride errors, such as failing to deselect OBS or mishandling the SUSP (suspend) key during a hold. Jim explains why the FAA expects private pilot applicants to demonstrate basic knowledge of installed automation—even without an instrument rating.
 
You’ll hear practical techniques to avoid “automation surprise,” like keeping the active flight plan visible, always checking the flight mode annunciator (“scoreboard”) before and after pressing a button, and using the “look–press–look” habit.
 
Finally, they clarify the confusion between loading and activating an approach: often, the best way to start is simply going direct to the IAF or IF rather than pressing “Activate Approach.”
 
Pilots can download Jim’s free “G1000 Common Errors & Solutions” guide at flywithjim.com/G1000 and Whether you fly glass-cockpit IFR regularly or are just starting instrument training, this episode will help you use the APR key correctly, fly more precise GPS approaches, and avoid costly autopilot errors.
 
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 $1299
 NEW - Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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.
 
 
 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Win a Free Headset: Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 NTSB News Talk on Apple Podcasts App
 NTSB News Talk on Spotify App
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 Video Version of this Episode! Watch it for free on Patreon
 Jim Pitman's website and APR slides
 
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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"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.

397 APR Key Explained: GPS Approach & Autopilot Errors to Avoid with DPE Jim Pitman

In this episode of the Aviation News Talk podcast, Max Trescott talks with Sean Elliott, Vice President of Advocacy and Safety at the Experimental Aircraft Association (EAA), about the FAA’s groundbreaking MOSAIC final rule—and how it benefits all pilots, not just sport pilots or Light-Sport Aircraft owners.
 
 
 
 
 
Sean explains that MOSAIC replaces the old, restrictive Light-Sport Aircraft definition with a performance-based standard, removing the long-standing 1,320-pound maximum takeoff weight limit and focusing instead on a clean stall speed (VS1) of no more than 59 knots CAS for sport pilot privileges and a landing configuration stall speed (VSO) of no more than 61 knots for LSA certification. This single change dramatically broadens the pool of aircraft that qualify, meaning many popular legacy models—like certain Cessna 172s and even Cirrus SR20s—can now be flown by sport pilots, and private pilots can operate them under sport pilot privileges with nothing more than a valid U.S. driver’s license in place of an FAA medical.
 
For older pilots or those with long-term medical concerns, MOSAIC is a game-changer. A private pilot who no longer maintains a Third Class or BasicMed medical can still keep flying a wide variety of capable, familiar aircraft—often including the same ones they’ve flown for years—so long as they meet the new stall speed limits and carry no more than one passenger. Sean and Max discuss how this provision gives seasoned aviators a safe and legal way to extend their flying years without the administrative burden or risk of renewing a medical certificate.
 
MOSAIC also expands sport pilot privileges beyond the original daytime, fair-weather limitations. With additional training and endorsements, sport pilots will be able to fly at night under VFR, operate aircraft with constant-speed propellers and retractable landing gear, and take advantage of higher cruise speeds—removing many of the practical barriers that once kept sport pilots from flying more capable airplanes. The rule even opens the door for certain limited commercial operations by sport pilots, including banner towing, glider towing, and pipeline or powerline patrol—tasks previously off-limits without at least a private pilot certificate.
 
On the aircraft side, the MOSAIC framework allows manufacturers to certify a much wider range of designs as LSAs under ASTM consensus standards. This could lead to modernized versions of classic Part 23 trainers like the Cessna 172 becoming available in factory-new LSA configurations, as well as innovative new designs in the experimental, gyroplane, and electric aircraft categories. Sean notes that this flexibility benefits the industry by encouraging innovation while keeping costs lower than traditional FAA certification pathways.
 
Flight schools stand to gain as well. Because many mainstream trainers now qualify as LSAs, schools can use them to train sport pilots without investing in specialized two-seat LSAs that may be less versatile for other types of training. This flexibility could help schools reach a new segment of students—especially older adults returning to flying or beginners looking for a faster, less expensive path to the cockpit.
 
Max and Sean also cover how MOSAIC affects aircraft maintenance. Repairman certificates for LSAs will still exist, and MOSAIC provides expanded privileges for light-sport repairman-inspectors and mechanics working on these aircraft, supporting both owner-maintenance and professional servicing.
 
Sean stresses that while MOSAIC dramatically broadens options, it doesn’t automatically change the certification status of existing aircraft—manufacturers or owners must still pursue LSA certification through the ASTM process. That means pilots should verify whether a particular aircraft is LSA-certified or qualifies for operation under sport pilot rules before assuming they can fly it without a medical.
 
The conversation closes with EAA’s commitment to supporting pilots, flight schools, and manufacturers through MOSAIC’s rollout. EAA will work closely with ASTM to develop the updated industry standards needed to implement the new rules, while also providing education and advocacy to ensure pilots understand their new privileges and responsibilities.
 
This episode is essential listening for any pilot curious about the future of general aviation under MOSAIC—whether you’re a sport pilot, a private pilot considering BasicMed alternatives, a CFI planning to expand your student base, or an aircraft owner wondering if your plane might now qualify as an LSA. With expert insights from one of the country’s leading aviation advocates, you’ll learn exactly how MOSAIC changes the game for who can fly what, and under what conditions, for years to come.
 
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 $1299
 NEW – Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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
 
 
 
 FAA Unveils Rule to Expand Drone Flights into National Airspace System Bonus Depreciation for Aircraft is back Pilot’s attempt to break in new engine ends in crash Pilots run out of energy in electric airplane A new life for Cirrus parachutes In Alaska, CTAF frequencies are now regional Plane Stolen Twice In One Week 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 
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.

396 How All Pilots Benefit from New MOSAIC Sport Pilot and LSA Rules with Sean Elliott + GA News

Ken Solosky was the NYPD's Chief Pilot on 9/11, responsible for coordinating helicopter operations during the most devastating day in modern American history. In this short teaser, you'll hear a preview of our in-depth interview with Ken, including why rooftop rescues at the World Trade Center weren't attempted and how the team coped with confusion, misinformation, and tragic loss.
 
The full episode is available now on our new podcast: Rotary Wing Show. Listen and subscribe in your favorite podcast app, by clicking on the link above, and then click the Follow button in the upper right.
 
Or, you can get to the show directly if you're using the Apple Podcast app or the Spotify app. If you enjoy this show, please use the Share button in your app, and share the episode with a friend. Thank you so much for listening, and I’ll talk with you again soon.
 
 
 
 
 
 
 
 
 
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 $1299
 NEW - Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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.
 
 
 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 
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.

395 NYPD Pilot Ken Solosky on 9/11 — Listen Now on the Rotary Wing Show

Max talks about a dramatic ground collision between two Pasadena Police Department helicopters and the wide-ranging lessons pilots can draw from it. On November 17, 2012, two Bell OH-58 helicopters collided at the Pasadena PD Benedict Heliport when one returned from a flight and struck another that was sitting on the pad with its rotors turning. Six people suffered minor injuries, but the accident destroyed both aircraft and revealed systemic issues far beyond a single pilot error.
 
 
 
 
 
Max uses the NTSB report and audio clips from the Rotary Wing Show—where host Mick Cullen interviewed Dan Parsons—to examine how this accident unfolded and why different people interpret it so differently. Initial reactions, including Max’s own when first hearing the episode, tended to blame the landing pilot. However, as Dan points out, there were organizational and procedural factors that made this an accident waiting to happen.
 
One major factor was the normalization of deviance. Due to poor drainage on Pad 1, it was common for helicopters to be parked slightly outside the designated landing box to avoid puddles. On the day of the accident, N96BM was positioned completely outside the pad’s markings. When N911FA returned to land in light rain with a wet windscreen, the landing pilot assumed the parked helicopter was within its box and focused on positioning her own aircraft properly on Pad 2. The two rotor systems intersected just as she lowered the collective to land.
 
The lack of a monitored UNICOM frequency and formal radio procedures compounded the hazard. At the time of the accident, no standard protocol existed for announcing arrivals or departures beyond what ground personnel could hear. The parked helicopter’s radios were not yet on, so the pilots had no communication link. Combined with rain-obscured visibility and non-standard pad markings, these conditions created a perfect storm.
 
Max highlights how this accident illustrates core principles of Safety Management Systems (SMS), even for pilots outside of airline or charter operations. SMS emphasizes proactively identifying hazards, implementing mitigations, and creating feedback mechanisms to prevent unsafe practices from becoming normalized. The Pasadena PD air unit responded after the accident by redesigning their heliport layout to increase pad separation, establishing monitored UNICOM procedures, and instituting regular safety meetings to address hazards before they could lead to incidents.
 
The episode also touches on pilot psychology. As Mick Cullen points out in one clip, the markings on the ground or guidance from a marshaller are just that—guidance. Ultimately, the pilot in command decides where to place the aircraft and is responsible for ensuring clearance. This is a valuable lesson not just for helicopter pilots but for fixed-wing pilots taxiing around crowded ramps. Max connects this to a story of a low-time pilot at his club who taxied into a fuel truck and insisted it wasn’t his fault—a reminder that responsibility always lies with the PIC.
 
In the Updates segment, Max turns to two sobering Cirrus SR22 accidents. The first, in Jesup, Georgia, involved an experienced pilot attempting to land in near-zero visibility without flying the published instrument approach. Track data showed low-speed, high-bank maneuvers just before the airplane stalled and crashed short of the runway. The pilot’s tendency to avoid being late for appointments may have contributed to self-induced pressure, leading to a poor decision to attempt a visual arrival in IMC.
 
The second accident, in Oxbow, Oregon, involved a newly certificated pilot who encountered forecast icing conditions at altitude. The airplane entered IMC, likely accumulated ice, and descended rapidly. The pilot deployed the Cirrus Airframe Parachute System, but at a speed far above the published deployment limit, causing structural failure of the parachute system. The accident underscores the critical importance of understanding aircraft limitations, respecting icing forecasts, and recognizing that CAPS is not a magic shield if operated outside design parameters.
 
Max ties both Cirrus accidents back to the SMS theme. In each case, small decisions compounded into catastrophic outcomes. An absence of previous incidents can create a false sense of security, but SMS teaches that safety is not the absence of accidents—it’s the presence of robust defenses and hazard awareness. For general aviation pilots, this means constantly evaluating risks, questioning assumptions, and not allowing convenience or routine to override sound decision-making.
 
The Pasadena PD helicopter accident provides a vivid case study in how seemingly minor deviations, inadequate procedures, and environmental factors can align to produce a serious accident even among highly experienced pilots. With over 16,000 and 13,000 hours respectively, neither pilot fit the stereotype of “low-time error.” Instead, it was the system around them—and the normalization of small deviations—that created the conditions for disaster.
 
Max concludes with a reminder that SMS isn’t a bureaucratic requirement; it’s a mindset. Whether you fly a Cirrus SR22, a Robinson R44, or a law enforcement helicopter, applying SMS principles—identifying hazards, creating mitigations, and fostering open communication—can make the difference between routine operations and a preventable accident. For all pilots, this episode offers both a sobering analysis and actionable takeaways to enhance safety in every flight environment.
 
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 $1299
 NEW – Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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
 
 
 
 GA Groups Rally to Support Next Year’s Special Olympics Airlift Dual electronic ignition introduced in Skyhawks 172 Takes Off From Oshkosh Taxiway In Wrong Direction Garmin introduces Guided Visual Approaches Avidyne earns FAA certification to continue Cirrus avionics upgrades Senate Bill Would Require ADS-B on All Civilian and Military Aircraft Distracted pilot crashes while landing Overloaded Aircraft Carrying Moose Meat Caused Fatal 2023 Crash Vibrating Suit Could Help Pilots Avoid Fatal Disorientation 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 NTSB's Dust Devils Video
 Max's article in FLYING Magazine: RNAV Glidepath Capture
 three-day investigative hearing into the Reagan National midair 
 

 
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.

394 Pasadena PD Helicopter Crash Analysis and Cirrus SR22 Safety Lessons

Max talks with Tom Turner, Executive Director of the American Bonanza Society’s Air Safety Foundation, about an extraordinary initiative to preserve the operational future of the iconic V-tail Bonanza aircraft. When Textron Aviation quietly stopped producing the magnesium ruddervator skins—a unique flight control surface used only on V-tail Bonanzas—it left over 5,000 aircraft potentially grounded due to a lack of repair parts. Even minor damage could make these aircraft unrepairable.
 
 
 
 
 
To solve this crisis, the ABS Air Safety Foundation awarded the $500,000 Maciel Ruddervator Prize to SRS Aviation of Minnesota. Tom explains the history and challenges behind the ruddervator issue: the original parts were made from a now-obsolete thickness of magnesium, which is no longer commonly produced. Even worse, the chemical process used to harden the magnesium is so caustic and environmentally hazardous that almost no facility could perform it anymore.
 
SRS Aviation, already experienced in building replacement aluminum control surfaces, initially declined to compete. But after realizing no one else was pursuing a solution, they took on the challenge, developing their own safe and FAA-acceptable hardening process. They eventually met the prize’s requirements, which included certifying replacement skins for all three ruddervator design variants and producing at least 100 completed kits to prove production viability.
 
Tom also discusses the origin of the prize money: a generous bequest from Manny Maciel, a quiet aircraft fueler in Santa Rosa, California, who left $5 million to aviation safety research. The ABS Air Safety Foundation received $1 million of this funding, which it used to underwrite the prize. Tom emphasizes that the Foundation structured the award not just to incentivize a solution, but to ensure long-term support for V-tail Bonanza owners.
 
The story also touches on how the ruddervator issue impacted aircraft valuations and even insurance policies—some insurers were unwilling to total aircraft with ruddervator damage, knowing repairs were impossible. Tom notes that after the prize was announced, Textron resumed limited production of the original ruddervator skins, showing how serious ABS was about finding a solution.
 
Max wraps up by asking what other challenges might face Bonanza owners. Tom replies that while issues will always arise, most are solvable. The ruddervator shortage, however, was unique—it was an existential threat. Thanks to SRS Aviation and the support of the aviation community, that threat has now been eliminated.
 
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 $1299
 NEW – Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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
 
 
 
 • 
 Light sport rules expand dramatically Stratus 4 introduced AOPA Sweepstakes Plane Sidelined In Runway Excursion Poor planning, training are main reasons for loss of control accidents Takeoff goes awry on significantly shorter runway than planned Van's Aircraft begins taking RV-15 orders Boeing trims pilot demand forecast slightly Pilot charged with hijacking and terrorism over Vancouver flight Stratos adventurer Baumgartner dies • 
 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 NTSB's Dust Devils Video
 Tom Turner’s Mastery Flight website
 Aviation News Talk #339 Skyryse One Helicopter
 

 
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.

393 Bonanza Ruddervator Crisis Solved: $500K Prize Spurs Certified Replacement

Max talks with Cole Crawford from ForeFlight about the company’s latest innovation: Dynamic Procedures. Built to replace the static, legacy approach chart paradigm, Dynamic Procedures enables pilots to access IFR approach information dynamically, contextually, and interactively—right from the ForeFlight map screen.
 
 
 
 
 
Cole explains that most pilots spend their time in ForeFlight’s moving map, but approach procedures often pulled them out of that environment into static “plates.” Dynamic Procedures changes that by embedding approach information into the map itself, using a smart sidebar that adjusts to what’s relevant—no more scanning through unnecessary minimums or ambiguous notes.
 
Max and Cole walk through an ILS approach into Austin, Texas, highlighting features like:
 
 • A dynamic sidebar showing stepdowns, minimums, and missed instructions
 • Color-coded segments that reflect which part of the procedure is active
 • Integrated 3D lighting views showing actual approach light systems
 • Compatibility with both FAA and Jeppesen charts
 • One-tap toggling between chart and chartless views
 
Cole also introduces the revamped “Approach Mode” in Profile View. It declutters the horizontal profile to focus solely on the approach, making threshold crossing height, descent angles, and fix altitudes easier to interpret. The profile also includes range tick marks so pilots can visualize their distance from the runway—helpful when sequencing into an uncontrolled field or estimating when to descend.
 
The conversation explores how this feature enhances safety—particularly by minimizing the chance of referencing incorrect minimums or missing key notes during busy phases of flight. Cole shares how the sidebar automatically selects the applicable minimum for the aircraft category, based on user input. And the system can handle complex logic, such as adjusting minimums for altimeter source changes—automatically, without the pilot having to do the math.
 
They demonstrate several unique procedures, including RNAV approaches with course reversals and circling minimums. In circling scenarios, the system visually depicts the circling area boundary on the map, helping pilots better visualize protected airspace—especially when flying at non-standard pattern altitudes.
 
The discussion wraps up with insights into how ForeFlight builds this feature using raw procedural data from global ANSPs (Air Navigation Service Providers). Instead of pre-composed charts, Dynamic Procedures generates visuals on-the-fly using Jeppesen data, allowing more flexibility, better legibility, and real-time filtering. The app dynamically renders labels, declutters unnecessary data, and tailors the view to your position and approach segment.
 
Cole offers practical advice for pilots transitioning to this new paradigm. He encourages users not to discard traditional charts immediately, but to use Dynamic Procedures alongside plates at first, eventually growing comfortable with the new tool as a primary briefing method—similar to how many pilots gradually adopted ForeFlight’s aeronautical map over VFR sectionals and low-altitude charts.
 
The feature will roll out with a preview to all ForeFlight subscribers in supported regions (U.S., Canada, Pacific Islands), after which it will be available to Essential-tier and above subscribers. Extensive documentation, webinars, and in-app support will help pilots get up to speed.
 
This episode is essential listening for IFR pilots interested in the future of digital flight planning and safety—especially those ready to reimagine how they brief and fly approaches.
 
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 $1299
 NEW - Lightspeed Zulu 4 Headset $1099
 Lightspeed Zulu 3 Headset $949
Lightspeed Sierra Headset $749
 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.
 
 
 
Mentioned on the Show
 Buy Max Trescott's G3000 Book Call 800-247-6553
 Lightspeed Delta Zulu Headset Giveaway
 NTSB News Talk Podcast
 UAV News Talk Podcast
 Rotary Wing Show Podcast
 BONUS Video of this Episode! Free access to this Patreon video
 
 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.

392 ForeFlight’s Dynamic Procedures: Interactive Approach Charts on the Moving Map

Max Trescott teams up with Tom Turner—executive director of the American Bonanza Society’s Air Safety Foundation—to help listener Marc Brodecki weigh options for earning his private pilot certificate. Marc, a 39-year-old aerospace engineer in Los Angeles with glider experience, is evaluating three flight training options: a nearby tailwheel-focused school (that includes a Stearman), a larger flight school at Torrance using Sling aircraft, or buying and learning in the Beechcraft Bonanza he eventually wants to own.
 
 
 
 
 
Tom provides extensive guidance on Bonanza ownership. He discusses which Bonanza models (S-35 or early V-35) fit Marc’s $100–$150k budget and breaks down the real-world operating costs—including fuel, maintenance, insurance, tie-downs, and the potential for large, deferred maintenance costs. He stresses that insurance for student pilots in complex aircraft like Bonanzas can be a barrier and suggests checking with brokers early. Max adds that avionics upgrades are costly and advises finding an aircraft that already has the equipment you need.
 
Tom and Max both support training in a Bonanza—if done right. Benefits include gaining type-specific proficiency, leading to greater safety and a stronger insurance profile. However, they caution that older Bonanzas may lack dual controls and copilot brakes, which are required for instruction and checkrides. Installing these features can be expensive and difficult, making them a potential dealbreaker. Max recommends looking for experienced Bonanza instructors, such as those certified through ABS’s Flight Instructor Academy.
 
Marc also asks about learning in tailwheel aircraft and transitioning later to a Bonanza. Tom says that’s a viable and fun route—especially if the nearby school makes frequent training easy. Both guests emphasize that the convenience of the training location often matters more than the training aircraft. Flying regularly helps students retain skills and progress faster.
 
The discussion also touches on partnerships to reduce ownership costs, the hidden expenses of ownership (like California’s use tax), and how to vet good instructors. Max compares the CFI relationship to psychotherapy—it must be built on trust. A red flag is any instructor who pretends to know everything rather than admitting when they need to look something up.
 
As for timing, both Tom and Max encourage Marc to begin instrument training soon after earning his private certificate. In cloud-prone California, that rating increases safety and utility, and the sooner it's earned, the easier the transition.
 
To wrap up, Max reminds Marc not to get stuck in “analysis paralysis.” While his engineering mindset may drive him to seek the perfect solution, the key is choosing a path that’s good enough and lets him start flying soon—and enjoy the journey.
 
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391 Should You Learn to Fly in a Bonanza? Max Trescott and Tom Turner Talk Training Options + GA News

Max Trescott takes listeners inside the cockpit of the future in episode 390, as he shares his firsthand experience flying the fully electric Bristell B23 Energic trainer and talks with executives from H55, the Swiss company behind its electric propulsion system. This in-depth episode explores the technical, operational, and strategic aspects of electric flight training aircraft.
 
 
 
 
 
The B23 Energic is a joint project between Czech aircraft manufacturer BRM Aero and H55, the latter founded by the team behind the Solar Impulse aircraft that flew around the world on solar power. Max discusses how H55 is focusing on producing electric propulsion systems—batteries, controllers, and motors—for aircraft manufacturers, rather than building entire aircraft themselves. This modular approach is designed to speed up certification and lower development costs.
 
H55 CEO Martin Larose shares how the company is involved in several projects worldwide, including with CAE to retrofit Piper Archers, Harbour Air to electrify floatplanes, and Pratt & Whitney on a hybrid Dash 8-400. He also explains H55’s plan to manufacture battery systems in both Switzerland and Montreal to serve global markets while avoiding costly and complex battery transport logistics.
 
Max’s test flight takes place at Palo Alto Airport, where the B23 Energic was on a U.S. tour. He notes the aircraft’s similarities to the Piper Sport Cruiser in handling and design, due to a shared designer. The electric version offers about 60 minutes of flight time and a 10-minute reserve, although U.S. FAA rules would require a 30-minute reserve, limiting U.S. endurance to 40 minutes unless additional batteries are added.
 
The aircraft uses NCA lithium-ion batteries and features a liquid-cooled motor and controller, but air-cooled batteries to keep things simple. While the plane’s payload is about 73 pounds less than its piston counterpart, it offers dramatically lower operating costs—estimated at $8–9 per hour for electricity versus $50+ per hour in fuel and oil for conventional trainers.
 
The certification process, especially in Europe under EASA, remains H55’s biggest challenge, with 90% of company resources dedicated to achieving approval. The motor is built by Equipmake in the UK to H55’s design and features dual windings for redundancy—ensuring safe single-failure tolerance.
 
Max also interviews Laurent, the demo pilot, and Céline, a project engineer, learning about how H55 built hundreds of hours of bench testing before the aircraft even flew. Their insights underscore the care and rigorous engineering that go into preparing electric aircraft for real-world flight training environments.
 
In-flight, Max describes the aircraft as well-balanced and intuitive, with a quiet cabin that enhances concentration—an important advantage for student pilots. He praises the center stick control, wide cabin, and visibility. The landing was smooth and predictable, and energy use during the short flight was minimal—about 6 kWh for a pattern and 360 turn.
 
Finally, Max reflects on how quickly the electric nature of the aircraft faded into the background during flight—exactly what H55 wants. The B23 Energic is expected to launch in Europe in 2026 and U.S. in 2027, with a price of $431,000 for early buyers and $500,000 later. It will be certified for Day VFR only, making it a strong candidate for cost-effective flight training.
 
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390 Electric Airplane Test Flight: Max Trescott Reviews the Bristell B23 Energic

Max Trescott interviews Dr. John Trowbridge, a physician and former senior Aviation Medical Examiner, to tackle a hidden yet critical safety topic: how over-the-counter (OTC) and prescription medications contribute to general aviation accidents. Studies have found that up to 40% of fatal accidents involve pilots with impairing substances in their system—ranging from allergy medications to sleep aids to alcohol. The problem? Many of these substances are legal and even commonplace, yet can significantly degrade judgment, memory, attention, and coordination.
 
 
 
 
 
Dr. Trowbridge emphasizes that many pilots—and even their doctors—are unaware of FAA wait-time guidelines. He explains the FAA's “5x rule,” which states that a pilot must wait five times the recommended dosage interval before flying. So if a medication is taken every six hours, the pilot should wait 30 hours after the last dose. For 24-hour medications like Zyrtec, the wait time stretches to five full days.
 
The discussion highlights the particular dangers of first-generation antihistamines like Benadryl (diphenhydramine), which are highly sedating and frequently found in sleep aids like Tylenol PM, NyQuil, and Unisom. These medications, even when taken the night before, can impair cognitive function well into the next day. Alarmingly, Benadryl is the most commonly detected OTC drug in fatal GA accidents.
 
Dr. Trowbridge also warns about second-generation antihistamines like Zyrtec and Xyzal. While marketed as “non-drowsy,” these can still cause subtle sedation, especially in combination with alcohol or other medications. Alternatives like Allegra and Claritin are usually safer and FAA-approved—but only after personal ground-testing and AME consultation.
 
Beyond antihistamines, they explore other drug categories. For pain relief, medications like aspirin, Tylenol, ibuprofen, and Aleve are generally safe, but anything with “PM” on the label likely contains sedating ingredients. Prescription painkillers like codeine are outright disqualifying. Dr. Trowbridge shares unconventional options too, like topical lidocaine, coconut oil, and even horse liniment—though with cautions about application and legality.
 
Sleep aids are another minefield. Melatonin is the only one on the FAA’s “go list,” and even it should be ground-tested first. Nasal decongestants such as Afrin and Sudafed can raise blood pressure and cause jitteriness, making natural remedies like saline rinses or cool vapor inhalation preferable.
 
Cough medications also pose risks. Products with dextromethorphan (like DayQuil or Delsym) can sedate, as can multi-symptom formulas marked “PM” or “nighttime.” Gastrointestinal issues are more straightforward: most antacids like Tums and Maalox are safe, but anti-diarrheals like Imodium are not, due to sedation risks. UTIs are covered with non-sedating options like AZO and D-Mannose, but Dr. Trowbridge cautions pilots never to fly if symptomatic or on unfamiliar antibiotics.
 
The conversation then turns to alcohol. The FAA’s limit is 0.04%, but even lower levels can impair judgment, night vision, and reaction time—especially when combined with other medications or altitude-related hypoxia. Max cites an older FAA study showing that alcohol above 0.04% was found in 7% of fatal pilot crashes, with 3% involving both alcohol and drugs.
 
Finally, Dr. Trowbridge emphasizes the importance of pilot self-awareness and due diligence. Most doctors are not trained in FAA regulations and may prescribe disqualifying medications unless reminded. He urges pilots to always research their medications, consult their AME, and even speak with pharmacists about interactions and cognitive side effects.
 
Dr. Trowbridge’s website, ClearedForTakeoff.info, offers in-depth presentations on pilot health concerns like sleep, sinus issues, inflammation, and safe alternatives to disqualifying drugs. His goal is to help pilots avoid both illness and medication risks, empowering them to stay flying—and stay safe.
 
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Mentioned on the Show
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 Dr. Trowbridge's book: The Yeast Syndrome
 FAA Go / NO List for Over-the-Counter Medications
 

 
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389 Benadryl, Zyrtec, and More: FAA Wait Time Rules for Pilots with Dr. John Trowbridge

Max Trescott welcomes aviation columnist, aerobatic instructor, and DPE Dr. Catherine Cavagnaro to explore smarter ways to plan cross-country flights. The conversation is inspired by Catherine’s June 2025 AOPA article titled “The Benefits of Getting High,” which argues that pilots often default to lower cruising altitudes or direct GPS routes without considering efficiency or safety trade-offs.Catherine explains that pilots should dig into their aircraft’s POH (Pilot’s Operating Handbook) to find performance charts that highlight how altitude affects both time and fuel efficiency. For her Bonanza, she found that the highest true airspeed at 65% power occurred around 7,000 to 8,000 feet, but fuel efficiency kept improving all the way up to the service ceiling. Using a sample 650-NM trip, she shows that cruising at 12,000 feet—despite a longer climb—saved enough fuel to eliminate a fuel stop, making the total trip time shorter.
 

 
 
 
 
 
 
 

 
They discuss how terrain, restricted airspace, and drop zones make GPS direct routing risky or impractical, especially across mountain ranges. Catherine shares how Victor airways, often dismissed as outdated, still provide safer terrain routing and proximity to emergency airports.
 

 

 
Max adds real-world examples, including dangerous direct flights through the Sierra Nevada that ended in CFIT accidents. He outlines three major cross-country paths—northern, central (I-80 corridor), and southern—each with their own altitude and weather considerations. The two agree that pilots often forget how minor route deviations can vastly improve safety with negligible time penalties. Catherine uses a mathematical analogy involving railroad tracks expanding in the sun to illustrate how small vertical detours can stem from large lateral gains.
 

 

 
They also dive into the importance of using supplemental oxygen—not just at legally required altitudes but even as low as 9,000 feet. Catherine explains how oxygen concentrators work, how they eliminate the need for tank refills, and how much better she feels after using them on long flights. Max echoes the sentiment, comparing it to the dramatic improvement that came with noise-canceling headsets. Together, they underscore how improved oxygenation can enhance alertness, decision-making, and post-flight fatigue levels.
 

 

 
When it comes to safety, Catherine highlights the “5 Fs” checklist she uses for personal go/no-go decisions, emphasizing that fatigue is the hardest one to self-assess. She emphasizes building “outs” into every flight plan, from not booking hotels in advance to carrying backup airline tickets in case weather or fatigue prevent safe continuation. Max shares a similar experience of aborting a leg from Reno when he realized how exhausted he was just after takeoff.
 

 

 
They also cover inflight considerations like maneuvering speed and turbulence. Catherine explains that because true airspeed rises with altitude while calibrated airspeed (which affects structural stress) stays lower, flying higher can reduce aircraft stress during turbulence—provided pilots understand how those values relate.
 

 

 
Finally, they joke about snacks in the cockpit—Catherine once flew past the Grand Canyon while munching a chocolate croissant from a bread-baking class. The lighthearted close reinforces the theme: safe flying is not just about skill, but about preparation, flexibility, and a little indulgence to make the journey enjoyable.
 

 

 
For any pilot planning a summer trip—or just wanting to sharpen their cross-country thinking—this episode is a goldmine of practical tips, insightful math, and hard-won wisdom.
 

 

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

 

 
Free Index to the first 282 episodes of Aviation New Talk
 

 

 
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388 Fly Farther, Fly Smarter: The Benefits of Getting High

89 General Aviation in Australia – Interview Benjamin Morgan, AOPA Australia
 
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Summary
Max talks with Benjamin Morgan, Executive Director of AOPA Australia about the state of General Aviation in Australia. Number of Private pilots is declining. AOPA is working to inspire youth. They’ve acquired a bus full of simulators they drive around the country, and is buying low cost Cessna 150s for flight training. GA also faces regulatory challenges with CASA, which regulates all aviation in Australia.
 
The number of flight instructors have declined, since independent flight instructors haven’t been permitted since a rule change in 1999. After that decision, flight training declined significantly. Smaller flight schools have been unable to survive, and a significant number of the larger flight schools have been bought by China, to train pilots for SE Asia. Much training is done through local Aero Clubs, but many of these no longer have any low cost airplanes for flight training.
 
Mentioned in the Show
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89 General Aviation in Australia – Interview Benjamin Morgan, AOPA Australia

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