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

Max Trescott | Aviation News Talk Network
Aviation News Talk – Pilot Stories, Safety Tips & General Aviation News
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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 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. 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  Lightspeed Zulu 3 Headset $949Lightspeed 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 NASA ASRS Program - Submit Your Comment Bill Would Limit Use of ADS-B Data Court rules FAA antidepressant denial 'arbitrary' Could you land a plane in an emergency? Cal Fire, Skyryse Exploring ‘Optionally Piloted’ Aerial Firefighting Piper crashes after student freezes on controls NTSB Prelim: Aeronca 7AC Stolen aircraft could land student pilot in prison for a decade Pilot Dodged Turtle Just Before Fatal Crash Teen Pilot Detained In Antarctica During Record Attempt 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.
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  • 390 Electric Airplane Test Flight: Max Trescott Reviews the Bristell B23 Energic
    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. 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 $899Lightspeed 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. 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 H55 website Bristell B23 Energic Electric Aircraft 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.
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  • 389 Benadryl, Zyrtec, and More: FAA Wait Time Rules for Pilots with Dr. John Trowbridge
    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. 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 Lightspeed Zulu 3 Headset $949Lightspeed 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 Dr. Trowbridge’s website Dr. Trowbridge's book: The Yeast Syndrome FAA Go / NO List for Over-the-Counter Medications 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.
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  • 388 Fly Farther, Fly Smarter: The Benefits of Getting High
    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. 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 Lightspeed Zulu 3 Headset $949Lightspeed Sierra Headset $749 My Review on the Lightspeed Delta Zulu Enter to WIN a Lightspeed Delta Zulu® ANR headsetAviation News Talk is excited to partner with Lightspeed for a quarterly giveaway of a Delta Zulu headset! Enter once and be eligible for all four giveaways in 2025! 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 Catherine Cavagnaro YouTube Channel Ace Aerobatic School 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.
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  • 387 Vectors to Final and glide path behavior on RNAV (GPS) approaches + GA News
    Max talks about common gotchas with RNAV GPS approaches, especially when using vectors to final (VTF). The conversation picks up where Episode 383 left off, with listeners asking how vectors to final (VTF) influences glidepath capture on WAAS approaches. He explains that under normal circumstances—flying the approach via own navigation from an initial approach fix (IAF)—the GPS glidepath doesn’t turn magenta or allow autopilot coupling until the FAF becomes the active waypoint. The magenta color indicates that the GPS receiver has completed a signal quality evaluation, verifying that the WAAS signal is good enough for LPV minimums. Until this point, the glidepath indicator remains a hollow white diamond, and the autopilot will not descend. However, activating VTF triggers this signal check immediately, regardless of the aircraft’s location. If the aircraft’s track is within approximately 100–110° of the final approach course, the glidepath indicator turns magenta and autopilot coupling becomes possible—even miles from the airport. This can be risky if the aircraft is outside the protected segment of the published procedure, especially in mountainous terrain where blindly following the glidepath can be hazardous. Max notes that activating VTF early, particularly from a downwind leg, may display the “SUSP” annunciator. He urges pilots not to press the SUSP button in this scenario, as it can inadvertently sequence legs inappropriately or disable the approach altogether. The SUSP annunciator will clear automatically during the final base-to-final turn, provided it's within 45° of the final approach course. The episode then shifts to a common gotcha with ILS and RNAV approaches when being vectored in close. If a controller brings an aircraft in at an altitude that puts it above the glidepath—and the vertical deviation indicator centers before the lateral CDI centers—the autopilot will capture lateral guidance but not vertical guidance. Max describes this firsthand from a recent Vision Jet flight into Orange County, where his awareness helped avoid a missed capture. If the autopilot fails to capture the glidepath due to this timing issue, pilots must use vertical speed (VS) mode to manually descend and re-intercept it. Responding to listener Matt’s question, Max discusses the use of VNAV (Vertical Navigation) mode as another way to descend to the glidepath for early coupling. He clarifies that while VNAV is a separate topic, it’s related because it can assist with managing step-down altitudes more precisely. If VNAV is properly configured—usually in conjunction with the APPR key—it can manage the descent and transition into the glidepath at the FAF. However, Max warns of several pitfalls: pilots often forget to dial in a lower altitude, which prevents descent; older G1000 systems may ignore VNAV commands if the top of descent (TOD) is more than five minutes away; and using VNAV may not align with ATC altitude restrictions. He concludes that while VNAV has become more reliable due to Garmin software improvements, it introduces complexity and requires careful verification of ATC clearances and altitude settings. 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 $899Lightspeed 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 DOT Begins Search for Lead Contractor in ATC Overhaul GAMI G100UL not universal enough to replace avgas in California Beta Makes First Electric Flight into New York's JFK Airport Spatial disorientation: GA’s deadliest threat Model injured during photo shoot with Aviat pilot Pilot loses control on landing when feet get stuck on rudder North Pole man accused of flying while intoxicated Mentioned on the Show Buy Max Trescott's G3000 Book Call 800-247-6553 Lightspeed Delta Zulu Headset Giveaway Video of the Week: Canopies Open during A-26 Intruder Flight  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.
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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.
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