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.

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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.

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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.

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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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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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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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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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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.

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A cabin door pops open just after takeoff. It’s noisy, surprising—but the aircraft is still flying just fine. So why are general aviation pilots still crashing and dying in these scenarios? In this episode, Max explores the unsettling trend of fatal accidents caused not by mechanical failure, but by how pilots react to in-flight distractions—specifically, an open cabin or baggage door.

In just the first five months of 2025, four U.S. GA crashes involved doors opening shortly after takeoff. Three were fatal; the fourth resulted in serious burn injuries.

Max walks through each accident in detail, including the tragic crashes of a Beech Baron in Colorado, a Vans RV-10 in California, a Beech A36TC in Pennsylvania, and a Piper Saratoga in Florida. In all cases, the door opening startled the pilot, who either tried to immediately return at low altitude or became distracted from flying. The result: stalls, spins, or uncontrolled impacts—none of which were caused by the open door itself.

Drawing from FAA guidance, NTSB investigations, and personal experience with over two dozen open-door incidents, Max explains exactly how pilots should handle this situation. The key? Don’t panic. Don’t try to fix the problem in the air. Fly the airplane, climb to pattern altitude, and land normally.

You’ll also learn about door designs that are more prone to issues—like gull-wing doors on RV-10s and Columbias, or rear doors on Diamonds—and the importance of educating passengers on how to respond. The episode also includes real-world listener stories, POH comparisons across different aircraft, and a review of FAA training materials that stress proper task management in abnormal situations.

Max reminds pilots that an open door is not an emergency—it’s a test of focus. If mishandled, it can become a fatal distraction. But with the right knowledge and discipline, it should be a non-event.

This episode is a must-listen for every GA pilot—because distractions happen, and it’s how we respond that makes the difference.

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Max Trescott examines the tragic crash of a Citation S550, N666DS, in San Diego during an attempted RNAV (GPS) 28R approach to Montgomery Field at approximately 3:46 AM. After departing Teterboro, NJ, and making a fuel stop at Wichita's Jabara Field, the pilot continued westbound overnight.

After refueling, the flight continued to San Diego, where the Montgomery Field AWOS was inoperative, and weather was marginal. The pilot requested weather at nearby airports.

The aircraft correctly crossed the final approach fix PENYY at 2500 feet but then flew below the glide path and failed to stabilize. Speeds decreased from 200 knots to 124 knots on final, increasing workload and destabilizing the descent.

Flight path data suggests the pilot may have flown the approach as if it were a non-precision LNAV approach, mistakenly observing step-downs like the PALOS fix, which applies only to LNAV. Two level-offs occurred—one around 1300–1400 feet, then again at 500 feet—further evidence of a step-down approach profile, inconsistent with a stabilized LPV descent. Ultimately, the jet was 173 feet below LPV minimums and 440 feet below LNAV minimums when it leveled at 500 feet before crashing.

The autopilot appeared to be disengaged near the end, with irregular lateral path and a brief climb after leveling at 500 feet. Fatigue may have played a significant role, as the pilot had been flying for over 7.5 hours and the crash occurred at 3:45 AM Pacific (6:45 AM Eastern), squarely in the circadian low period when alertness suffers.

Max points out that older aircraft like this 40-year-old Citation often have non-intuitive or limited autopilot functionality for RNAV approaches. Social media commenters speculated the aircraft may have had either a non-WAAS FMS providing limited vertical guidance, or a Jet Tech STC’d Garmin 750 setup requiring autopilot workarounds. Either case complicates RNAV approach execution—especially when the pilot is tired.

Given the ILS 28R approach was available and offered the same minimums, Max questions why the pilot didn’t choose it. Even older autopilots generally handle ILS approaches more reliably than LPV. He concludes that while RNAV approaches are preferred in modern aircraft, an older jet with dated avionics at night, may warrant choosing the simpler, more robust ILS option.

Max reiterates a fundamental safety takeaway: Always tailor your approach to the aircraft and situation. What works best in a G1000 or G3000 might not be safe in a 1980s-era Citation. And never underestimate the risks of fatigue, especially during early morning hours.

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