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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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Max Trescott and Rob Mark launch the first episode of NTSB News Talk, diving into NTSB agency news, recent accidents and newly published NTSB reports to help pilots better understand accident causes and improve decision-making in the cockpit. Please help us improve the show by sending us your feedback here. To hear future episodes of NTSB News Talk, Follow or Subscribe to the show in your podcast app.

They begin with a surprising administrative shake-up: the unexplained termination of NTSB Vice Chairman Alvin Brown . Rob questions the lack of transparency, pointing out how an independent agency like the NTSB should not be subject to political scapegoating without clear justification. Max brings up that the NTSB is hiring .

Next, they turn to cockpit video recorders—a long-recommended safety item by the NTSB. While commercial pilots and unions resist them on privacy grounds, Max and Rob argue that video can play a vital role in understanding pilot behavior and causes of crashes, especially in general aviation where data is often limited. Rob references Matt Thurber’s editorial advocating for video recorders and highlights tools like CloudAhoy that already allow post-flight review.

The hosts then discuss several accidents. One involved a Cessna 207 in Alaska that crashed during a go-around, possibly due to a dog on the runway. They examine when it’s safer to land versus abort, and why go-around procedures—rarely practiced—are often poorly executed, even by experienced pilots.

Two Citabria crashes raise density altitude concerns. One near Big Creek, Idaho , ended with no survivors; the other, in Wyoming, occurred during a flight to spread ashes . A partial engine power loss, high terrain, and low climb capability proved fatal. Both hosts emphasize how critical it is for instructors to teach performance limitations in high-elevation operations, especially in underpowered aircraft.

Max talked about a Fireboss firefighting seaplane that ditched in the Atlantic, killing the pilot, while on a ferry flight to the Azores. He mentioned that experience ferry pilot Sarah Rovner talked in detail about ferry piloting issues in episode 379 of the Aviation News Talk podcast.

Another incident highlights poor weather decision-making. A Piper PA-28 crashed near Mount Equinox, Vermont after entering icing conditions in IMC. The non-instrument-rated pilot, traveling with family on a ski trip, stalled and crash-landed. The hosts explain how "get-there-itis" and poor weather avoidance can prove fatal, and caution against pressing on in marginal conditions—especially with passengers aboard.

The episode's deep dive analyzes the fatal accident of N611VG, a Citation 560 over Virginia. The pilot lost cabin pressure at high altitude and became incapacitated due to insufficient supplemental oxygen. The aircraft, operating Part 91, had numerous maintenance discrepancies—including an empty oxygen bottle and neglected pressurization issues. The pilot and passengers perished. Rob emphasizes that maintenance negligence is a silent killer, and guests aboard privately owned aircraft may have no idea about their true safety risks.

Max and Rob conclude with a discussion on high-altitude emergency procedures, including explosive decompression response. They urge pilots to practice rapid descents to VMO and recognize the signs of hypoxia before it’s too late. Finally, they encourage all pilots—regardless of experience—to schedule a flight review with an instructor to refresh skills like go-arounds and emergency descents.

This debut episode delivers clear, actionable safety lessons and insider insight into real-world aviation accidents. It’s a must-listen for pilots, CFIs, aircraft owners, and anyone serious about flight safety and learning from the NTSB’s findings.

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Max tackles a common frustration among pilots: why RNAV (GPS) glide paths sometimes fail to couple with the autopilot. A recent Facebook post from a pilot flying a Cirrus SR22T triggered the discussion, as the poster encountered exactly this problem during an LPV approach, mistakenly attributing it to an expired database. Max explains that the real culprit was a fundamental misunderstanding of RNAV approach procedures.

Unlike an ILS glide slope, which is a physical radio beam transmitted from ground equipment, an RNAV glide path is a computed construct generated by the aircraft’s GPS navigator. It only becomes “real” for the autopilot to couple to when flown properly, following all step-down altitudes as published. A key indicator is the glide path diamond: it remains hollow and white until the aircraft crosses the fix before the Final Approach Fix (FAF), at which point it turns solid magenta, signaling that the autopilot can engage.

Max emphasizes that this behavior contrasts with ILS approaches, where pilots sometimes get away with intercepting the glide slope from above. Doing so on RNAV approaches, however, won’t work because the computed glide path isn’t extended infinitely; it’s activated only within a defined segment of the approach.

To verify this, Max conducted simulator flights on multiple RNAV approaches. He discovered a consistent pattern: the glide path diamond always turned magenta while crossing the fix immediately before the FAF—not at a set distance before or after a particular waypoint. This nuance is crucial for ensuring autopilot capture and a stabilized approach.

Drawing a parallel to AIM 5-4-5b, Max reinforces that both ILS and RNAV approaches are designed to be intercepted at specific altitudes. Deviating from these procedures risks automation surprises, or worse, capturing false glide slopes in the case of ILS. He recalls the Air India Express Flight 812 crash as a tragic example of why proper interception altitudes matter.

The key takeaway is a simple formula for reliably flying RNAV approaches: descend to each step-down fix altitude, and ensure you’re at the target altitude when crossing the fix before the FAF. When done correctly, the glide path diamond will turn magenta, allowing the autopilot to capture it and guide the descent.

Max’s detailed breakdown underscores why relying on social media for technical advice can be misleading. Instead, pilots should seek information from authoritative sources and understand the underlying principles behind automation behavior. By following published procedures and recognizing cues like the hollow versus solid glide path diamond, pilots can avoid surprises and maintain safe, stable approaches.

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Support the Show by buying a Lightspeed ANR Headsets
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Lightspeed Zulu 3 Headset $899
Lightspeed Sierra Headset $699
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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.

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Max Trescott shares his top recommended settings for Garmin avionics systems, specifically the G1000, G1000 NXi, G3000, G5000, and the Cirrus Perspective and Perspective+ systems. These configuration tips enhance situational awareness, flight safety, and pilot efficiency—and many also apply to Garmin standalone navigators like the GTN 650 and 750.

The episode begins with a critical safety upgrade: switching the Traffic Page vectors from Absolute to Relative. Unlike absolute vectors (which only show heading), relative vectors display a target aircraft’s flight path in relation to your own—allowing you to detect potential collision courses earlier and take evasive action sooner.

Max also explains Pilot Profiles, which store individual settings for different pilots or flight types. These profiles auto-save any inflight changes, even if made by other users, which can unintentionally overwrite your setup. He offers a clever workaround: naming your profile something like “Maintenance Only” to discourage accidental use.

For Cirrus Perspective, Perspective+, and other G1000-based systems, Max outlines his strong preference for Track Up or Heading Up map orientations and why North Up is ergonomically flawed. North Up can disorient pilots in high-workload situations and may even contribute to midair conflicts, as it forces mental rotation of traffic and terrain. Airline pilots overwhelmingly avoid it—and you should too.

Other key settings include:

• Auto Zoom: Turn off to avoid erratic map scaling.
• Track Vector: Set to 60 seconds to better judge turns and approach timing.
• Wind Vector: Display wind components (headwind/tailwind and crosswind) clearly for better landing decisions.
• Fuel Range Rings: Display fuel reserves and total endurance graphically to enhance fuel planning.
• Altitude Arc ("Banana Bar"): Visually predict level-off points—critical for IFR approaches.
• Obstacle & Terrain Awareness: Enable obstacle data and use Relative Terrain (especially at night) to avoid controlled flight into terrain (CFIT).

For Cirrus Perspective pilots, Max also emphasizes enabling Runway Extensions to help identify the extended centerline in complex or night conditions, and TFR overlays to stay compliant with airspace restrictions.

Soft key setup tips include:

• Enabling Traffic every flight.
• Using the Inset Map (Vertical Situation Display) to monitor terrain clearance, especially during nighttime descents or cruise-level wind shifts.
• Declutter Levels: Adjust map detail to balance visibility and clarity; Max prefers the “Detail –3” setting to retain Class B/C airspace while reducing screen clutter.
• Disabling Pathways and flashing cursors, which can cause visual overload.

Through these curated settings, Max demonstrates how pilots flying with Garmin or Cirrus Perspective avionics can custom-tailor their displays for clarity, efficiency, and most importantly—safety.

Mentioned on the Show
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Free Index to the first 282 episodes of Aviation New Talk

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Check out our recommended ADS-B receivers, and order one for yourself. Yes, we’ll make a couple of dollars if you do.

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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
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"Go Around" song used by permission of Ken Dravis; you can buy his music at kendravis.com

If you purchase a product through a link on our site, we may receive compensation.