Aviation News Talk – Pilot Stories, Safety Tips & General Aviation News

Max talks with John Fiscus of The Flight Academy to break down two Cirrus SR22 accidents that highlight the extremes of safety outcomes in general aviation: one a dramatic survival story, the other a heartbreaking tragedy.

 

Accident 1: CAPS Parachute Save over Lake Michigan

The first accident involved a Cirrus SR22 (N121JB) that suffered engine failure shortly after reaching 7,500 feet on a flight across Lake Michigan. The pilot and passengers had life vests ready, immediately turned toward shore, declared a mayday, and deployed the Cirrus Airframe Parachute System (CAPS). The parachute brought the aircraft down safely into the cold waters, where the occupants were rescued by the Coast Guard.

This outcome underscores why CAPS has become one of Cirrus’s most powerful safety innovations. John emphasizes lessons from the accident:

• Always wear flotation gear before flying over large bodies of water.
• Be cautious of low-time airplanes—this Cirrus had only 75 hours in four years, raising concerns about engine reliability.
• Understand the “unwritten rule”: don’t fly beyond gliding distance over the Great Lakes, where hypothermia makes ditching survival unlikely.

Accident 2: Fatal Go-Around at Franklin County Airport, NC

The second case involved a Cirrus SR22 Turbo (N218VB) attempting to land at Franklin County Airport in North Carolina. Weather was clear, but the pilot approached high, fast, and tight, leaving little margin for error. After abandoning the first landing attempt, the pilot tried again but remained unstable. On the second approach, the aircraft descended steeply and attempted a go-around, which ended in a fatal crash.

John and Max discuss common contributing factors in go-around accidents:

• Unstable approaches with excessive speed and descent rates.
• Turbocharged engine management—if the mixture isn’t properly enriched, adding full power can cause the engine to stumble or quit.
• Rudder discipline—failure to apply right rudder is a leading cause of go-around crashes, often resulting in wreckage on the left side of the runway.
• Lack of practice—many pilots avoid go-arounds, leaving them unprepared for the demands of the maneuver.

Both accidents reinforce the importance of:

• Standard Operating Procedures (SOPs): Airline pilots succeed not because they’re inherently better, but because they follow strict procedures. GA pilots should do the same.
• Go-Around Training: Every pilot should regularly practice stabilized go-arounds under realistic conditions.
• CAPS Awareness: The parachute system consistently saves lives when used promptly.
• Risk Assessment: Whether crossing lakes or approaching mountainous airports, risk should be mitigated through planning, equipment, and training.

By contrasting a successful CAPS deployment with a tragic go-around accident, this episode drives home the reality that survival often comes down to preparation, discipline, and knowing how to use the tools available.

For Cirrus and general aviation pilots alike, this is an essential conversation on accident prevention, go-around safety, and maximizing the life-saving potential of CAPS.

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News Stories

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Max talks with Bret Koebbe, Vice President of Sporty’s Pilot Shop, about how Starlink internet access is entering general aviation cockpits and what that means for pilots today and in the future.

For decades, cockpit connectivity was mostly reserved for the airlines. Systems like Gogo provided limited bandwidth, required expensive antennas, and were impractical for piston aircraft. GA pilots relied on ADS-B weather, portable receivers, or Iridium text messaging to stay connected. That landscape has shifted with the Starlink Mini, a portable satellite dish small enough to fit in a 182 or Cirrus, delivering broadband internet in flight.

 

Benefits for Pilots

Bret outlines the legitimate safety advantages. Pilots can text family or FBOs, update arrival times, and share real-time position updates. More importantly, Starlink could enable widespread filing of PIREPs directly from an iPad, improving weather data for all. Weather cameras, now integrated into ForeFlight, could become accessible in flight, offering pilots actual visual conditions instead of relying solely on METARs or AWOS reports.

Risks and Distractions

But Starlink also poses serious distraction risks. Bret shares a personal story: during a family trip, he streamed an NFL game mid-flight, only to realize within seconds how dangerously it diverted his attention. He immediately shut it off, but the experience was a powerful reminder of how alluring the technology is. Max underscores that the NTSB lists distractions as a top factor in loss-of-control accidents, and Starlink could easily become an “attractive nuisance” in cockpits.

Cost and Service Plans

Starlink Mini hardware is about $499, and the Local Priority plan runs $65/month for 50 GB, sufficient for most piston pilots. For corporate pilots and jets, the Global Priority plan at $250/month supports higher speeds and offshore operations. Bret explains the differences in speed limitations (350 mph for Local Priority vs 550 mph for Global Priority) and how to choose based on aircraft type and mission.

Mounting and Power Solutions

Because Starlink Mini lacks an internal battery, powering it is key. Bret recommends Sporty’s Flight Gear Max Battery, capable of outputting 140 watts via USB-C, giving about three hours of Starlink runtime. For longer flights, higher-capacity solutions exist. Mounting options include suction cup mounts for rear windows (ideal in high-wing Cessnas and Cirrus aircraft) or side-window solutions in low-wing and corporate jets. Positioning is critical—blocking the dish with wings can cause dropouts.

Practical Tips

Bret offers pilot-tested tips:

• Create a custom iPad Focus Mode that blocks notifications except for critical texts when ForeFlight is open.
• Establish SOPs—use Starlink only in cruise and disconnect before descent.
• Enable Low Data Mode on devices to prevent iCloud or app background syncing from eating up gigabytes.
• Don’t rely on Starlink radar or traffic feeds, which have even more latency than ADS-B.

The Future of Connected Cockpits

Looking ahead, Bret sees huge potential. Automatic turbulence reporting from onboard sensors could update in real time if aircraft have internet connections. Engine monitor data could be streamed to ground support for diagnostics, offering pilots in-flight decision support. Eventually, Starlink-enabled cockpits could complement FAA datalink systems like CPDLC, streamlining communication and safety services.

Final Thoughts

This milestone Episode 400 illustrates how cockpit technology continues to evolve rapidly. Affordable internet access brings new possibilities for safety, convenience, and passenger comfort, but it also requires disciplined use to prevent dangerous distractions. As Bret and Max agree, the future of aviation will be defined by how responsibly pilots integrate these new tools.

Whether you fly a piston single, a turboprop, or a corporate jet, Starlink is likely to shape your cockpit experience in the coming years. This episode gives pilots the knowledge to make informed decisions as they consider adopting Starlink for their aircraft.

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Max talks with Cyriel Kronenberg, Vice President of Airports and Air Traffic Management at uAvionix and a volunteer with the Civil Air Patrol’s National Radar Analysis Team (NRAT), about one of aviation’s most overlooked safety questions: if you survive a crash, how quickly will you be found?

How Long Searches Take
Cyriel explains that while ADS-B has shortened search times, the reality is sobering. Without a flight plan, overdue aircraft may not even be reported missing for hours. Average search times have historically stretched from 18 hours with a VFR flight plan to more than 60 hours with no plan at all. Even today, two to three hours is considered fast for locating a downed aircraft.

ELTs: The Critical Difference
Cyriel stresses the enormous difference between old 121.5 MHz ELTs and modern 406 MHz beacons. The older units provide only a vague signal and are prone to false alarms, often ignored. A properly registered 406 beacon, by contrast, transmits GPS coordinates via satellite, dramatically reducing search times. But here’s the catch: as many as half are mis-registered, with outdated or missing phone numbers. That makes even the best ELT nearly useless until rescuers conduct a blind search.

Flight Plans, Contacts, and ADS-B
Filing a flight plan helps, but only if searchers can reach someone who knows your intended route. Cyriel urges pilots to list an emergency contact not on the aircraft in the remarks section—ideally a spouse, friend, or FBO. While apps like ForeFlight allow pilots to enter contact details, those aren’t passed to the FAA. ADS-B provides an even bigger safety net: an aircraft with ADS-B out can usually be pinpointed within yards, while non-equipped aircraft may take days to locate.

Survival Lessons
Cyriel shares personal changes he’s made after years of analyzing accidents. He always keeps his cell phone in his pocket so it won’t be lost in a violent crash, carries a handheld transceiver tuned to 121.5 MHz, and wears or packs high-visibility gear. He emphasizes staying with the aircraft, since wreckage is easier to spot than a single person. Route planning also matters—flying near highways or populated areas at night increases survivability compared to wilderness routes.

Behind the Scenes of NRAT
Max and Cyriel dive into how NRAT works with the Air Force Rescue Coordination Center (AFRCC). Using radar, ADS-B, and even cell-phone forensics, the team helps determine whether an incident is a false alarm, an accident with no survivors, or a mission where lives can be saved. They coordinate directly with controllers and search crews, sometimes correcting errors in coordinate formats that would otherwise send helicopters to the wrong location.

Success Stories and Scale
In 2024, AFRCC handled nearly 500 aviation missions, with over 200 lives saved. Civil Air Patrol was involved in more than 300 of those missions, while NRAT contributed to 71 cases—directly responsible for dozens of finds and 10 documented saves. Cyriel recalls a dramatic case in Montana where local ADS-B receivers installed by uAvionix employees helped locate a couple who survived a crash into icy water; thanks to quick coordination, a helicopter pulled them out within 20 minutes.

Key Takeaways for Pilots
Cyriel closes with a checklist:

• Make sure your ELT is registered correctly.
• Consider adding a personal locator beacon.
• Use ADS-B out whenever possible.
• File a flight plan and put a reachable emergency contact in remarks.
• Carry your cell phone and handheld radio on your person.
• Stay with the aircraft if you go down.

Max underscores the theme: nobody takes off expecting to crash, but hundreds of missions each year prove it happens. With preparation, you can improve your odds not just of surviving the impact, but of being found in time.

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Mentioned on the Show
Buy Max Trescott's G3000 Book Call 800-247-6553
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Video of the Week: Arrival into AirVenture
406 MHz ELT Beacon Registration
Civil Air Patrol 

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Max Trescott talks with Ken Solosky, the NYPD's Chief Pilot on 9/11, about his experiences managing helicopter operations on one of the most catastrophic days in American history. Though Ken wasn’t flying at the moment of the attacks, he was on the ground coordinating the NYPD’s aviation response. He recounts how what began as a seemingly routine aircraft accident quickly escalated into a full-blown national emergency. The aviation unit scrambled a standard rescue package—Bell 412s with divers and crew chiefs, and patrol helicopters—only to face total communication breakdowns. Cell service and landlines failed, radio channels were overloaded, and misinformation, including reports of enemy fighter jets, created unprecedented confusion.

Ken recalls the surreal moment of watching the second plane hit the South Tower live on TV and initially being unable to process the reality. He explains why rooftop rescues weren’t feasible—smoke obscured visibility, doors were locked or inaccessible, and the risk of engine flameout in the intense heat made the mission too dangerous. Still, he and his team documented the scene extensively and continued daily aerial photography for nearly a year afterward.

Ken describes how foreign and domestic aviation units offered immediate support, with helicopters arriving from other cities—even LAPD offering to send their fleet. Yet due to lack of coordination, many of these aircraft were unknown to NYPD at the time and went unused in the response. He speaks candidly about the emotional toll, having lost 10 close friends among the 23 NYPD officers killed, and how that pain continues with the rise in 9/11-related cancer deaths among first responders.

Post-9/11, Ken was instrumental in implementing a “96-hour standalone” plan for the NYPD, designed to maintain operations without headquarters support. Staffing schedules were restructured to ensure long-term response capacity. He shares how the aviation unit has evolved over the years—growing from six helicopters to a modern fleet including Bell 429s, a Bell 407 trainer, and a fixed-wing Caravan used for radiation scanning of incoming ships to New York Harbor.

Ken also offers a detailed look at what a typical day is like for an NYPD pilot—flying patrol missions, conducting surveillance, responding to foot and vehicle pursuits, and supporting SWAT teams. He explains how the aircraft are equipped with cutting-edge tools like high-def thermal imagers, tactical radios, moving maps, and address-targeting cameras that can zoom in on a license plate from miles away. These tools enable precise coordination with ground teams and real-time intelligence, greatly improving safety and effectiveness.

The conversation also delves into pilot recruitment and training, safety management system (SMS) implementation, and Ken’s personal advice for those interested in joining a law enforcement aviation unit. He emphasizes that character and work ethic matter just as much as flight hours.

In lighter moments, Ken shares stories of flying Barbara Bush to West Point when Marine One had mechanical issues, and being told by Yankees legend Derek Jeter that flying for the NYPD was cooler than being the Yankees’ shortstop. He also describes dramatic rescues, like locating a man stranded on a sandbar after his friend swam off—and later finding that friend safe on another island.

Ken currently flies both a Bell 407 and an Augusta 109 for corporate clients and continues to teach and speak for the FAA and EAA. His legacy and continued contribution to aviation safety and training are evident throughout the episode. The interview is both a sobering reflection on 9/11 and a celebration of how aviation supports public safety in today’s complex world.

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Mentioned on the Show
Buy Max Trescott's G3000 Book Call 800-247-6553
Lightspeed Delta Zulu Headset Giveaway
NTSB News Talk Podcast
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Max's FLYING column: Deadly Doors: Distractions Still Posing Threats to Pilots
Ken Solosky's "Solo Sky" YouTube Channel

Free Index to the first 282 episodes of Aviation New Talk

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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.

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Support the Show by buying a Lightspeed ANR Headsets
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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
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NTSB News Talk Podcast
   NTSB News Talk on Apple Podcasts App
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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
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Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.

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

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

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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.