alextstone

No, my ForeFlight IS connected to ADSB, however I DID NOT download any data for the diversion airport before the flight. I am curious to understand how ForeFlight works in these instances... If ForeFlight updates NOTAMS from the ADSB feed, there is cause for concern. That's one of the things I am trying to understand...not to lay blame elsewhere as some would presume rather to know what is reliable and what is not...

You are so right. There were TWO sentences in my original post that questioned the infallibility of controllers and literally paragraphs where I described the events and my mistakes along the way in addition to concerns over an unauthorized private vehicle storming directly toward me on the runway. I have deleted one of the sentences and I amended the second bullet point to read: 2. Controllers cannot be expected to fill in gaps where I make mistakes. I accept full responsibility for my transgressions. I will continue to try to learn to be a better pilot as was the spirit in which this post was written.

Yeah...no. Sent from my Pixel 5a using Tapatalk

If you will focus on my bullet list you will say that I clearly took ownership for my mistakes, which you conveniently chose to ignore. Now let me be clear with you: You're not the kind of person I align well with. I suspect many others who have encountered you feel the same. Sent from my Pixel 5a using Tapatalk

I actually re entered the flight this morning to grab the screenshot. I did not pay attention to the fuel and load entered so disregard that Sent from my Pixel 5a using Tapatalk

Look, you're not helping by simply criticizing. Yes I listened to the ASOS, not ATIS. No mention of airport closure, which would not be listed there anyway. I'm sure you are very proud of your ability to criticize from behind your keyboard and I have no doubt you are the better pilot. So, why don't you just kiss off and leave this thread to those who wish to have a constructive dialog? Sent from my Pixel 5a using Tapatalk

I THOUGHT I had the NOTAMS. It seems reasonable that if the controller had known the airport was closed he would given me some assistance... Sent from my Pixel 5a using Tapatalk

I need some feedback. I know I made an error but I also feel that the system let me down and the results could have been tragic. Here's the context: My wife and I were on a flight from Double Eagle II airport (KAEG) back to our home field, Hattiesburg Laurel regional (KPIB) airport yesterday. We chose a cruising altitude of FL210 to take advantage of a 35 kt tailwind and thus make it back without a fuel stop (approximately 4.5 hrs flight). We were both wearing masks and connected to the O2D2 oxygen delivery system. She complained of symptoms of hypoxia which were then confirmed with a pulse oximeter (78%). I, however, was fine (I wear a continuous monitor-94%). I grabbed one of the TWO backup O2 sources we have one hand, started an expedited descent to 9K and checked in with the controller. So far, so good. Now that the FIRST incident was behind us, I checked the flight time and fuel to destination and I determined that we will need to make a fuel stop. I then selected Corsica, TX (KCRS) as an alternate and requested the same of the controller. Upon nearing KCRS, I checked weather on ATIS and NOTAM's on ForeFlight. That's where I went wrong, because when I Packed for my flight in ForeFlight, the area covered did not include the diversion airport, (location marked in the image below) Continuing with the events that unfolded...I stayed with Waco Approach until approximately 20 miles out. I had the airport in sight so I cancelled IFR. I lined up for a left downwind to 32. Upon flaring for the touchdown, I noticed a service vehicle with flashing lights driving toward me on the parallel taxiway...."that's odd", I thought. During taxi up to the self serve pumps, I noticed some other service vehicles in an area that was marked with barricades on the ramp ahead of me and one that was parked in a grassy area beside the FBO. As I got out, I saw the vehicle that had been parked driving up toward my plane. The man who got out said "Hey, did you know that this airport is closed for re-striping the runway?" "No, really? I did not see that in the NOTAM's anywhere and the controller did not mention it"., I replied. He then said, "Well, we are reopening now so go ahead and fuel up. Just be sure to keep a good lookout for vehicles when you leave." We fueled, taxied for departure and lined up on runway 32. That's when things got really strange. As I am doing my final checks, I looked down the runway and I see a vehicle with headlights on but no other lights (unlike those of the service vehicles) facing me at the other end. I was frankly perplexed at this moment, so I just sat there idling. The vehicle then accelerates directly toward me on the runway and literally passes off my left wing and disappears behind me at a high rate of speed estimated to be 40-60 mph. He was driving a private vehicle, not a service truck, Notice from the taxi diagram that he must have left the pavement and driven onto the grass In that moment, I looked down the runway and I saw that it was clear so I decided to depart. As I began to accelerate, the same car appeared on the parallel taxiway traveling at an increasing speed, obviously in a drag race with me. We took off. Then, in an effort to understand the NOTAM issue, I searched for NOTAM's on my GTN750 (I have ADSB in via a GDL88) and there it was! A NOTAM(D) for runway 32 - 14 closure until 7pm local! Here's the FAA's definition of a NOTAM (D): Notice the word "Unverified" What the heck is unverified about scheduled airport closures? Also, why was there no "X" at the end of the runway over the "32" marking? Here's the latest information from ForeFlight on NOTAMS. In theory, had I Packed for a flight that included the destination airport, I should have seen a NOTAM (lesson learned): Soooo, I decided to do a search in the FAA NOTAM's webpage, covering the entire month of January https://notams.aim.faa.gov/notamSearch/nsapp.html#/results The runway closure NOTAM is not listed. Hmm. Either I am searching incorrectly or there really is a problem here. In any case, I've learned some really valuable lessons: 1. Always cross check the live ADSB- In data for NOTAMS vs relying on Foreflight. 2. Controllers cannot be expected to fill in gaps where I make mistakes. 3. Idiots are sometimes allowed "inside the fence" at airports where security is non-existent. 4. As pilot in command, I am ultimately responsible for the safety of the flight and on this flight, I fell somewhat short. As an aside, after reading this, in your opinion, is there any benefit to reporting this unsafe condition at this airport to the FAA? Am I just inviting un-welcomed scrutiny to no benefit if I do? Humbled Again, Alex KCRS-FF-TaxiDiagram.pdf

Disregard, I found it buried in some deleted files inside Dropbox. If you read this and thought, "WOW! I would love to have a copy of that!", here's the link: https://www.dropbox.com/scl/fi/dqgi4rnd0q7wrgq40dqzz/Bravo-WB-chart-working-copy.xlsx?dl=0&rlkey=pbzgeacr36dlx0kteqppy3y20

About three years ago, a generous MS member shared an awesomely detailed performance, W&B, fuel, etc Excel spreadsheet. I placed into my Dropbox account and now unfortunately it is gone. Does anyone have this that they will share? Thanks in advance Alex

Sorry, I missed that part... Probably not then Sent from my Pixel 5a using Tapatalk

I would fly into KXE instead and used Banyan. Great FBO, airport more GA friendly. If you do that check out the Banyan pilot shop and JetWay Cafe! Alex

Do you have a set of maintenance / parts manuals for a 2000's vintage Ovation and its corresponding engine that you would be willing to share? Thanks in advance for your help. Alex alextstone@gmail.com

Congratulations on your new Mooney! Fly often Budget for maintenance and be proactive in giving attention to various systems. Learn to land "by the numbers"...too much speed and you will set yourself up for incidents Take others flying who have never gone before Go places, make memories! Alex

My airplane is named Divided Sky

I'll take a stab at this one: Owners are accustomed to paying rates that are too low for an astute entrepreneur to carve out a profit sufficient to go though the expense, risk and effort to standardize processes and manage multiple locations. Skill sets needed are too varied from one aircraft type to another and numbers of those flying too low in many cases to realize a benefit from internal training methods beyond the A&P or IA certification Military contractors and the majors will always have an advantage because they can leverage the very factors lacking for GA as listed above. Alex

I really appreciate this thread. I was unaware of the option to add IPA. I'm headed to Utah to go skiing later this month from MS., In all likelihood, I will depart from warm weather to very cold up high. I will add IPA now. Thank you so much for improving the safety of my flying.... Alex

Yes, I have a few suggestions: During Flight Planning: make "go" decision only if forecast is for a layer of icing along the route that can be climbed over or flown under and does not contain SLD or severe icing in the forecast. plan the exit route now Before Flight: check fluid level, fill as necessary ground run the system during preflight and walk around to verify that all panels are wetting across their lengths test pitot and stall warning heat with your hand (do this soon after you flip the switch on as it gets hot) 5 Min Before Entering Visible Moisture: turn system on "high" observe fluid wetting the wings reconfirm your exit route (if needed) That's what I do, your method may be better...

This comment made me think... Would the heat given of by the old halogen bulbs have been the reason the wing lights were not moved for certification? Would replacing these with LED's technically cancel that at least on paper? Alex Sent from my Pixel 5a using Tapatalk

My '95 Bravo is FIKI equipped.

It's too early to get frustrated, keep the faith and consider yourself lucky you are only chasing down alternator / regulator issues...It took me two years to square away all of the missed squawks on my Bravo. When I fantasize about another airplane, I remind myself what it took to get here and I throw money at the panel upgrades instead.

Boy do I have a great lead for you! I have a good friend who owns a very reputable avionics shop. One of his customers wanted an Aspen and in order to fullfill the request, he had to set up an account with them and purchase two 1000 Pro Max units. He installed one. He's a Garmin dealer and around here they are preferred so he has a BRAND NEW Pro Max in the box that he mentioned to me in passing that he would sell. If you are interested, PM me with your contact info and I'll put you two in touch with one another.

Sorry for the slight topic drift but this idea of aircraft familiarity really hits home with me. I recently purchased a 1963 Cherokee 180 for my wife. I have over 600 hrs in an Archer although quite some time ago. I picked up the plane in day VMC weather and flew it home after a few circuits in the pattern thinking I would take to it easily. I quickly learned otherwise. I was very distracted by the "switchology" among many other things. I can't imagine how that must feel in a Bravo without significant time in the aircraft and in IMC/icing conditions. Also, a TBM 700 crashed and was totaled at my home field a month ago by a very experienced pilot new to that airframe. He literally broke the left main and nose wheel and warped the wing and fuselage landing short of the runway. No one was hurt, thank goodness. Lessons everywhere I look.

No photos, no sale unless the seller pays for IRAN before the purchase. Too many unknowns here. Sent from my Pixel 5a using Tapatalk

Did you by chance ever have mechanics borescope the engine to look at the exhaust valves before the failure? Usually, there are early warning signs of failure on the valve before compression plummets. On another note, this is what arrived in my shop yesterday: A "spare" ATIO-540-AF1B engine with 480 hrs since factory reman. Unfortunate incident involving a prop strike a while back caused this engine to be in need of a new airframe. The crankshaft dials out at 0.003". My current engine has 1750 hrs TSOH. I plan to fly the other one as long as she can, get this one ready in the meantime (IRAN or an overhaul) and then swap and sell the other one as a core or once it's overhauled too.