Jim Croce died in a plane crash more than 50 years ago. Determining what caused the 1973 crash is challenging. This episode also covers an event where no one was flying a Lufthansa plane.

The only surviving document from the plane crash that killed Jim Croce is less than a page long, leaving many questions unanswered. The investigation was likely carried out by an investigator who was outside of NTSB headquarters. At that time, the records for most accident investigations were not sent to headquarters.

Jim Croce was traveling late at night from Louisiana to Texas. For reasons that are not explained, the aircraft hit a tree off the end of the runway. It was destroyed in the subsequent fire. While the report mentions the weather conditions and the pilot's preexisting heart condition, it does not answer many questions, such as whether the plane was overloaded or even the position of the tree relative to the runway.

In a 2024 incident involving Lufthansa, the captain stepped out of the cockpit and the first officer lost consciousness. For 10 minutes, no one was flying the plane!

The event did not result in an accident, although it was a close call. Fortunately, the first officer recovered enough to open the cockpit door, and the flight continued without incident. 

John Goglia and Todd Curtis agree that always having a second person in the cockpit is a good practice. The regulations in Europe, where Lufthansa is based, do not require a second person. 

Although these two events are very different, like many accidents and incidents, each provides learning opportunities. Aviation is a learning adventure!

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Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 

Recent air traffic control issues at Newark Liberty Airport and the recent dismissal of an NTSB board member signal significant aviation safety issues in the US.

Since early May, Newark Airport has experienced significant flight disruptions due to radar outages and shortages of air traffic controllers. The current FAA administrator blames the previous administration for these problems. What’s the truth?

These issues have been ongoing for more than a decade for many reasons. 

• Delayed infrastructure improvements
• Aging air traffic controller workforce
• Increased demand for flight operations at Newark

Add to this that there aren’t enough trained air traffic controllers. A combination of retirements, COVID hiring freezes, and flawed hiring policy changes have limited the number of potential new controllers.

John Goglia and Todd Curtis discuss possible air traffic controller mental health issues that may arise from a combination of stress from long hours and high workload. Negative news coverage from both traditional and online media compounds the situation.

NTSB board member Alvin Brown was removed without explanation in May. Brown is a former mayor of Jacksonville, Florida. He was a board member since March 2024 and vice chair since December 2024. This is the first time a Board member had been removed in such a fashion. Todd and John speculate that Brown was dismissed because of his close association with the Democratic Party.

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A 200-pound chunk of ice came crashing through the roof of a house in February. What was the source?

Todd Curtis, Greg Feith, and John Goglia analyze an unusual event involving a large chunk of ice from the sky. The ice fell out of a clear sky and crashed through the metal roof of a home in Florida. 

After an investigation, the FAA found no evidence that a plane was the source of the ice. Chemical analysis showed that the ice was not contaminated with chemicals that may have come from an airplane's lavatory.

Twelve to 15 ice fall events occur annually. Since 2000, 78 of these events had no identified origin.

Was it an icy meteorite? Space debris? Someone in the local area launching it with a catapult? The detectives explore these and other possibilities. 

This event fits into the category of a UAP, or Unidentified Anomalous Phenomena, that is possibly from unknown or unrecognized natural phenomena.

Bonus: Hear Greg’s review of the Mark Wahlberg movie "Flight Risk."

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Music: “Inspirational Sports” license ASLC-22B89B29-052322DDB8 

Helicopters and offshore oil platform operations can be a deadly combination. John Goglia and Todd Curtis discuss two accidents to illustrate aviation safety concerns.

In a 2010 accident discussed, maintenance and managerial failures resulted in minor damage and no injuries because of the pilot's skill. Another is a fatal accident that killed all on board due to the pilot not following the helicopter operator's standard procedures for landing and taking off.

In the 2010 accident there were multiple missed inspections by mechanics and pilots over several days, including the accident flight. The poor maintenance effort led to system malfunctions that prevented the pilot from fully controlling the helicopter, forcing the pilot to make a running landing at about 45 knots.

In a 2022 accident, the pilot landed away from the center of the helideck and the rear of the right skid was over the edge of the helipad and adjacent to a raised perimeter light. When the pilot took off, the right skid contacted a perimeter light, causing the helicopter to roll sharply to the right. The helicopter struck the helideck, rolled off the oil rig, and sank. The pilot has a documented history of not following takeoff and landing procedures on most of his flights to and from oil rigs.

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A pilot with many hours of experience and an instructor rating died following the bad decision to fly his newly purchased airplane without first understanding how the aircraft systems operate. He also did not review the logbooks or have the plane looked over after 10 years sitting idle.

The pilot had purchased a Piper PA-30 Twin Comanche. Key facts in the NTSB report and public docket show that the pilot did not have a pre-buy inspection, was not familiar with the aircraft’s systems, and ignored the advice of his friend and former CFI to not fly.

The pilot knew about a landing gear indication light problem before takeoff. He proceeded without resolving it or reviewing the appropriate emergency procedures for operating the landing gear. The plane stalled and crashed while he tried to troubleshoot the issue in flight.

In this analysis with John Goglia and Todd Curtis, Greg Feith shares that he is currently in the process of buying a used airplane. Like the accident pilot, the aircraft has not flown in several years. Unlike the accident pilot, he is working closely with an experienced mechanic to make the aircraft airworthy and to examine all systems on the aircraft.

Greg is frustrated with the quality of the decisions made by the pilot before and during the flight. He’s further critical of the NTSB’s analysis of this accident. The probable cause statement focuses on a stall that happened at the end of the flight rather than all the pilot actions before and during the flight.

“[The NTSB probably cause statement is] so vanilla. It is such a cop-out,” Greg says.

This accident is a result of poor aeronautical decision-making by the pilot and the actions of others around the pilot who failed to assert proper safety practices.

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An experienced pilot with multiple ratings lost control of his Mitsubishi MU-2 aircraft and crashed after a missed approach. Greg Feith, Todd Curtis and John Goglia look at the facts surrounding this incident that killed six.

ADS-B information broadcast by the plane shows a missed approach followed by an unusual second attempt. Rather than flying the published missed approach, air traffic controllers were directing the pilot to take a series of right turns for a second approach. 

The pilot was taking several members of his family to a holiday celebration, so the pilot may have chosen to fly a non-standard missed approach because it would take less time than the published approach.

Greg shares firsthand experience and knowledge of the performance of MU-2 aircraft. Several years ago, he evaluated MU-2 models for safety issues and found that many previous accidents in these models were due to issues with the pilot, not the aircraft.

This aircraft was being flown by a single pilot in IFR conditions. Flying single-pilot IFR in actual IFR conditions is a challenge for any pilot under normal circumstances. Temperatures were just above freezing at neighboring airports and there was snow in the area at the time of the crash. Icing and the presence of five passengers and their baggage may have degraded the aircraft's performance.

The pilot's familiarity with the destination may be a factor. A review of flight records showed this was the first time the aircraft had flown to this airport in the previous six months.

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Todd Curtis and John Goglia discuss a fatal air tour helicopter crash near New York City that killed all six people on board, including a family of five from Spain. They examine several witness videos plus ADS-S data in their analysis.

The crash happened on April 10, 2025, three days before this episode was recorded. The flight was apparently routine until the helicopter suddenly rotated and crashed. Pieces of the aircraft, including the tail boom and the rotor blades, separated from the aircraft before it crashed into the Hudson River.

Air tour operators are allowed to operate flights under Part 91 regulations, although the leasing company operated under Part 135 regulations that have a higher standard for inspections and maintenance. 

The aircraft was over 20 years old and leased from a company in Louisiana. The NTSB will likely interview anyone from the two companies involved with maintaining the aircraft.

Given the circumstances of the crash, maintenance issues may have caused the accident. In addition to live lives lost, leading to concerns about the mental health effects this may have on those who maintained the helicopter. John has experienced incidents where maintainers may have harmed themselves because of their role in maintenance-related accidents.

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Inflight icing may have been a factor in the recent fatal crash of a TBM 700. Relying on publicly available ADS-B data and video from a nearby home, Todd Curtis, John Goglia, and Greg Feith discuss icing and other issues that may have affected the pilot and the aircraft.

The TBM 700, a single-engine turboprop aircraft, crashed outside of Minneapolis. The aircraft was expected to land at the Anoka County–Blaine Airport. 

The pilot, the sole occupant of the aircraft, had departed from Naples, Florida, earlier that day and spent about 36 minutes on the ground at Des Moines, Iowa, before heading to the Minneapolis area. The length of the flight day may have affected the pilot as well as the quality of the information the pilot had about weather conditions.

The discussion analyzes the flight's ADS-B data from the last leg of the flight, which shows that the aircraft was in a controlled descent heading for the intended runway. The aircraft entered a shallow left turn before departing from controlled flight and entering a high-angle descent before crashing into a nearby home. 

The high pilot workload during this phase of flight, the low visibility, and possible pilot fatigue or other physical conditions may have led to the pilot losing awareness of his air speed. Greg compares this event to the 1994 icing-related crash of an ATR 72 in Indiana and the SilkAir crash in Indonesia in 1997.

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The preliminary accident report on the February crash of the Endeavor Air CRJ-900 in Toronto, Canada has just been released. John Goglia, Todd Curtis and Greg Feith examine the facts provided as well as the gaps in information that still exist.

The reported descent rate at touchdown was very close to the descent rate the detectives estimated based on a screen grab taken from a witness video. While confirming some observations, the report is missing key information including the conversations on the cockpit voice recorder.

About a month after the Toronto crash, another Endeavor CRJ-900 had a wingtip strike in similar wind conditions at LaGuardia airport. The similarities between the Toronto and LaGuardia incidents may direct investigators to look at the airline's training.

The preliminary report covers key aspects of the crew's training and experience. The first officer was the pilot flying the flight and had fewer than 1,500 total flight hours. In the 30 days prior to the accident, the first officer had about 10 times as many flight hours as the captain.

The report does detail the captain's role in the Toronto crash. Was he performing duties typical of the non-flying pilot or coaching the first officer? Was he prepared to take control of the aircraft? Unlike the NTSB, the Canadian TSB may only publish a summary of the cockpit voice recorder conversations and not the full transcript. 

The person who recorded a video of the crash sequence from an aircraft close to the crash scene should submit that video to the TSB for use in the investigation. The video might help the investigation.

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The investigation of a 2023 Beechcraft Bonanza in Brazil led to an unusual recommendation. The Brazilian authorities find that an engine trend monitoring program could have prevented the accident.

In this event, the pilot made a successful off-field landing after the engine failed. The investigation found that the failure was due to a leak in the mechanical pump and fuel controller.

The aircraft was on a relatively long flight in Brazil when the pilot diverted to an airport near his intended destination. The investigation found that the engine was operated beyond the manufacturer's suggested time between overhauls, but that this did not violate regulations in Brazil.

Greg Feith discusses his plan to buy a new airplane and why he is planning to include a monitoring program for his aircraft.

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