NTSB News Talk – Aviation Accidents, Safety Investigations & Pilot Lessons

• NTSB Board Member Michael Graham on Safety Culture, SMS, and GA Risks

  In this episode of NTSB News Talk, hosts Max Trescott and Rob Mark welcome Michael Graham, a current member of the National Transportation Safety Board (NTSB), for a deep discussion on the agency’s work and the broader state of aviation safetyGraham begins by clarifying the role of NTSB board members, often misunderstood as investigators. While trained in accident investigation, board members function more like the “Supreme Court of Transportation Safety,” deliberating on reports and voting on recommendations that flow from investigative teams. They also serve as media spokespeople at accident sites, coordinate with local authorities, and meet with victims’ families.A major portion of the conversation focuses on advocacy—convincing regulators, manufacturers, operators, and associations to implement safety recommendations. Graham acknowledges that implementation can take years or even decades, citing the long struggle to mandate Positive Train Control in the rail sector. Despite delays, the board persists in pushing for life-saving changes.The discussion then shifts to Safety Management Systems (SMS). Graham describes his advocacy for SMS across Part 135 operators, manufacturers, and repair stations, and highlights FAA Advisory Circular AC 120-92D, which now provides scalable SMS guidance for small operators and even single-pilot GA. This, he says, is a breakthrough that makes SMS practical outside of large organizations.From his Navy background, Graham stresses the role of safety culture: open communication, willingness to accept critique, and rigorous debriefs after every mission. He encourages GA pilots to adapt these practices by critiquing their own flights, flying with peers who can offer feedback, and leveraging available flight data tools. Pilots, he argues, must move past ego and embrace constant improvement.Graham also highlights spatial disorientation as a persistent and deadly problem. While only a fraction of GA accidents involve it, more than 90% are fatal. He recalls accidents such as the 2019 Amazon Air crash near Houston, underscoring the importance of proficiency in instrument flying. Pilots, he warns, must remain both current and truly proficient to avoid disaster.The conversation touches on technology as an engineering control for safety. Graham sees promise in ADS-B In for situational awareness, particularly in congested or uncontrolled airspace, and advocates for broader adoption. He also points to angle of attack indicators as an underused but powerful tool for GA pilots to understand aircraft performance margins.Additional topics include lessons from the NTSB’s General Aviation Dashboard, frustrations with slow NextGen implementation and ATC staffing, and the destruction of the TWA 800 reconstruction once displayed at the NTSB Training Center. Graham also describes his path to the board, from Textron safety leadership to a lengthy nomination and confirmation process, and the challenges of balancing safety priorities with limited agency staffing.Throughout, Graham emphasizes that aviation safety is never static. A safe state is not permanent; it requires constant vigilance, adaptation, and recognition of new risks. For pilots and organizations alike, the lesson is clear: success comes from continuous critique, data-driven decision-making, and openness to feedback.This wide-ranging interview provides both a candid look inside the NTSB and actionable lessons for GA pilots, safety professionals, and anyone passionate about preventing accidents.

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• NTSB Lessons: Electrical Failures, Go-Around Traps, and the Murrieta Citation Crash

  Episode 12 of NTSB News Talk with hosts Max Trescott and Rob Mark delivers a comprehensive discussion of recent accidents, preliminary findings, and final NTSB reports, highlighting recurring safety themes for GA pilots.The episode begins with the White House nomination of American Airlines captain John DeLouv to the NTSB board, and an invitation for listeners to suggest questions for an upcoming interview with a board member.The first accident examined is a Lancair Super ES crash near San Jose on September 12, 2025. ADS-B data showed unusual behavior, with a temporary TIS-B hex code indicating the aircraft may have suffered an electrical failure. The pilot completed odd turns, steep descents, and eventually lost control, reminiscent of a prior electrical-failure accident on the East Coast. The takeaway: system failures can snowball, and pilots should land at the first safe opportunity.Next, the hosts review a Bonanza BE-35 accident in Denver after multiple touch-and-goes. The ADS-B track suggested reduced altitude, slower speeds, and eventually a likely engine failure. The pilot attempted a turnback but fatally crashed. Max and Rob emphasize the priority of aviate–navigate–communicate, reminding pilots that talking to ATC should never outweigh flying the airplane.Two Cirrus SR22 accidents highlight starkly different outcomes. In Michigan, a Gen 6 SR22T ditched in Lake Michigan after an oil pressure failure. The pilot deployed CAPS, and thanks to a nearby Malibu and quick Coast Guard response, all aboard were rescued uninjured. In contrast, an SR22 in Franklin, North Carolina, crashed fatally during a go-around, illustrating how seldom-practiced procedures lead to errors with trim, flaps, and rudder control. The hosts urge pilots to rehearse go-arounds regularly.The preliminary reports shift focus to Shelter Cove, California, where a student pilot illegally carrying a passenger crashed into fog, killing himself and injuring the passenger. The case illustrates hazardous attitudes like anti-authority and the risks of taking unqualified passengers. Another case, a Cessna 340 in Missouri, involved a fatal stall-spin during pattern entry, with eyewitnesses describing a wing drop consistent with low-speed loss of control.Among final reports, the hosts cover a widely discussed PA-28 accident in Kentucky in which a young CFI posted on social media mid-flight before pressing into nighttime thunderstorms. Misunderstanding NEXRAD latency and underestimating storm hazards led to an in-flight breakup. In another Bonanza case in Georgia, a pilot attempted a steep turnback shortly after takeoff with the gear down, stalled, and crashed into a

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• B-52 Close Call at Minot, Midair in Colorado, and Jammed Flight Controls

  Max talks with Rob Mark about the latest NTSB cases and safety lessons for pilots. They begin with new details on the B-52 near miss at Minot, North Dakota, where the bomber nearly collided with both a regional jet and a Piper Archer. The tower controller, working alone without radar support, became overwhelmed and failed to advise the B-52 crew of conflicting traffic. At one point, he even issued incorrect altitude and heading clearances. Though everyone avoided contact, the case illustrates that controllers can—and do—make mistakes, making pilot vigilance essential.Attention then turns to a fatal midair collision in Fort Morgan, Colorado, where a Cessna 172 on a straight-in approach collided with an Extra 300 turning base just after an aerobatic contest. Because of their high- and low-wing configurations, each aircraft was hidden in the other’s blind spot. The accident underscores the importance of CTAF communication, traffic scanning, and using a second radio to monitor the local frequency even while on IFR clearances.Rob next reports on a Cessna 172 from San Jose’s Reid-Hillview Airport whose pilot declared jammed flight controls. Another pilot attempted to assist in the air, but the aircraft ultimately crashed. The case recalls earlier accidents where loose objects, like portable GPS antennas, jammed control linkages.The episode also examines student pilot tragedies. In Lock Haven, Pennsylvania, a young student turned crosswind too soon at low altitude and struck trees. In New Jersey, a 61-year-old student in a Cirrus SR20 succumbed to somatogravic illusion, leveling off at night and descending into terrain after takeoff. Both highlight the risks of solo flight without CFI oversight and the dangers of night solos.Further cases include a Cessna 152 overrun at night in Kansas with a pilot who fled the scene, a T-6 Texan stall/spin at Oshkosh caused by low-speed maneuvering, and a Cessna 206 crash in Alaska where water-contaminated fuel led to an engine failure.Throughout the discussion, Max and Rob emphasize recurring themes: respect stall speeds and G-loading, always sump fuel, avoid complacency with ATC instructions, and never assume other pilots are on frequency. Their message is clear—aviation safety depends on every pilot maintaining situational awareness, discipline, and respect for physics.

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• NTSB Accident Reports: TBM & King Air Loss of Control

  In Episode 10 of NTSB News Talk, aviation safety experts Max Trescott and Rob Mark examine recent accident reports that reinforce why loss of control in flight continues to be the number one cause of fatalities in general aviation. Drawing from official NTSB accident reports and preliminary findings, they analyze crashes involving a TBM turboprop in Montana, a Beechcraft King Air in Arizona, and other cases where night flying illusions and equipment failures played a decisive role.TBM Crash in Kalispell, MontanaRob begins with an August accident in Kalispell, Montana, where a TBM turboprop attempted to land at the city airport. Witnesses said the aircraft touched down near the approach end of the runway before veering into parked planes, sparking a fire. Incredibly, all four occupants survived with only minor injuries. Though details are still sparse, the incident highlights how quickly loss of control can occur even in a high-performance single-engine turboprop.Max and Rob stress that while the TBM is an advanced and capable aircraft, any landing can go wrong if the pilot mismanages energy or fails to stabilize the approach. This accident serves as a reminder that precision, discipline, and preparation remain critical during the landing phase, when the margin for error is smallest.King Air 300 Crash in Chinle, ArizonaThe hosts then turn to a tragic August 5th accident involving a Beechcraft King Air 300 on the Navajo Nation in eastern Arizona. The aircraft was inbound on a medical transport flight, but before picking up its patient it crashed near the single runway at Chinle Municipal Airport. All four aboard—two pilots and two healthcare providers—were killed.Conditions that day created a perfect storm: a density altitude of over 8,400 feet combined with gusty crosswinds approaching 28 knots, nearly 90 degrees to the runway. The demonstrated crosswind limit for the King Air 300 is 20 knots, but as Rob explains, that number is not a hard limitation—it simply reflects the strongest crosswind tested during certification. What really matters is pilot proficiency.The Chinle crash underscores the dangers of trying to land in challenging conditions when performance margins are already compromised by high elevation and high temperature. For many pilots, especially those not flying crosswind landings regularly, the combination can quickly exceed skill level and lead to loss of control.Cessna Conquest II Crash in OhioRob next covers a preliminary report on a Cessna Conquest II that departed Youngstown, Ohio, en route to Bozeman, Montana. Security video showed the aircraft lifting off after a normal ground roll, but instead of climbing, it leveled off at just 100 feet and maintained that altitude until impacting trees. Both engines were reportedly running, making the lack of climb especially puzzling.Witnesses described unusual engine sounds, but Max and Rob note that eyewitness accounts are often unreliable. The bigger mystery is why the pilot failed to climb, despite having ample power available. Possible scenarios include distraction, incapacitation, or improper handling of the aircraft. As Max points out, 80 percent of accidents are linked to human error, and this crash may ultimately fall into that category.Night Illusions and the Needles, California AccidentMax then shares insights into a

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• Reagan National Midair NTSB Hearing Day 3: Collision Avoidance & Safety Culture

  On this episode of NTSB News Talk, Max Trescott covers the third and final day of the NTSB’s investigative hearing into the January 2024 midair collision near Washington’s Reagan National Airport between a PSA Airlines CRJ-700 and a U.S. Army UH-60L Black Hawk. Day 3 featured Panel 4: Collision Avoidance Technology and Panel 5: Safety Data and Safety Management Systems.The hearing opened with spatial disorientation testimony and interviews with Army pilots about Route 4 altitude protections they incorrectly believed would keep them clear of Runway 33 arrivals. NASA’s Dr. Stephen Casner explained that cockpit traffic displays can help pilots spot targets up to eight times faster than by visual scan alone.Experts detailed ADS-B system complexities — including the two incompatible broadcast frequencies (UAT and 1090ES) — and reviewed the limits of pre-ADS-B collision avoidance technology. The UH-60L Black Hawk lacks integrated traffic displays, relying instead on iPads with Stratus receivers, which Army policy prohibits the flying pilot from using. Portable ADS-B In devices provide only partial traffic pictures unless paired with ADS-B Out, limiting situational awareness.Discussions turned to TCAS: its nuisance alert problem, differences for helicopter operations, and why the CRJ-700 lacks a certified ADS-B In solution. The NTSB Chairwoman confronted the FAA over its 17-year refusal to mandate ADS-B In, despite repeated post-collision recommendations. The Army is now procuring 1,685 Stratus/iPad sets for priority units, but operational use will still be limited at low level.FAA data revealed 366 TCAS resolution advisories within 10 nm of DCA from 2023–2025. Testimony noted that crews involved in RAs are typically not notified unless a deviation occurs. Panelists debated safety culture, just culture, and leadership removals at DCA Tower after the accident. A controller supervisor described the pre-accident culture as “robust,” but post-accident changes removed key institutional knowledge.The hearing also exposed gaps in PSA pilot special-qualification training for DCA — including no information on helicopter routes or operations — and examined simulator results showing that circling to Runway 33 can double or triple pilot workload compared to a straight-in to Runway 1.Closing testimony on future ACAS XR technology indicated it could have alerted the Black Hawk crew 73 seconds before impact, with potential nationwide deployment by 2027. Max weaves these details into a narrative showing how technological shortfalls, flawed assumptions, procedural gaps, and cultural challenges all converged in this tragic midair — and what reforms could prevent a repeat.NTSB Docket on Reagan National midair collisionCheck out our other Aviation News Talk Network podcasts:UAV News Talk Podcast Rotary Wing Show PodcastAviation News Talk

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