FAST FLIGHT OPTIONS LLC

So I was thinking about getting ADS-B (IN) to take advantage of the free wx and traffic services being offered as it seemed like a no-brainer as opposed to paying those lofty xm subscription fees. But nothing in aviation is that simple right? Really… free wx? Hummm? What’s the catch I thought to myself? …The catch is this…no one really offers a unit that will allow you to display the free wx. Garmin won’t allow it to be compatible with my 430W or any of their GPS nav/coms for that matter. You have to but the very expensive GMX 200 if you want to have a display for the free wx. Even Aspen hasn’t decided on if they are going to allow the free wx to be displayed on the PFD’s/MFD’s. I guess I’ll have to wait a bit longer to see how this all plays out

I had the same issue and rented a 182!

I’m assuming you declined to allow the law enforcement officials access to the interior of your aircraft. As such, a K-9 unit was called. You have no expectation or right to privacy at the exterior of any conveyance. It’s perfectly legal for a trained K-9 to be run around the exterior of your vehicle. If the K-9 would have alerted to the exterior of the conveyance that would have been the “probable cause” the police needed to get into your vehicle/aircraft. I have been a law enforcement officer for over 15 years. If I had nothing to hide I would have let them in the plane simply because I know that if I would have said ‘NO” the dog would then come and mess up my paint. I feel your pain and good luck on getting some type of reimbursement. If local police were involved you don’t need to FOIA information. Just go to the police department and get a copy of the report (if there even is one) as it’s public record.

you might go a little faster

Free drinks, a free t-shirt, and a great reason to fly what more do you need! We flew down to Stella Maris on Long Island (much further south) several months ago and had a blast. I'm in Afghanistan now and won't be home to x-mas and promised myself if the weather cooperates I was going to try to get to as many of the Bahama Fly-In's as I could in 2012.

_

There is one every month in 2012...Maybe the month after then. We plan on attending a bunch this year!

Parker- I would love to come pick you up and meet but I already have myslef and two other aboard. Is your bird going to be out of commission?

All- I just signed up and would love to see some other Mooney Drivers in attendance from S.FLA or other areas! January 2012 13 - 15 Bahama Mama Fly-In KRXE/MYGF Participate and sample how the local's prepare our tropical drinks; Lucaya, Grand Bahama. Pelical Bay Resort Here is the web link if you think you might be intrested: http://www.bahamas.com/webform/9028/fly-ins

George- Well here is something I could tell you for sure. When I owned my 1980 J (one year older then this one) the serial number was in the 900’s. The serial number on this one is NOT in the correct sequence for a 1981 M20J 201.

After seeing the link posted by Mitch....Michelin Air Stop tubes is going to be. I dont want to wind up another statistic with the unstable rubber compound they talk about

Mitch I could not find the Goodyear SB on their tubes but Im going to keep looking

Disregard I just checked the web site and the Michelins are supposed to be compatible with most major brands so I guess the answer to my question is YES

do you think both or either could be used with the Good Year Flight Custom III? I imagine it wouldnt matter brand and you oculd mix and match so long as the size is right

I might be 36 and the sole owner of a M20K But l like Fox News and think Glenn Beck would make a great president. Not sure where that puts me in your standing

I'm 36. My "K" is about 6 years my junior!

Ok I'm going to go with the Goodyear Flight Custom III is there a specific tube that's associated with that tire or do I have choices?

Sorry....you asked the question and I thought I was answering it According to the article...The report also raises the question of if she followed the proper procedure for restarting an engine in flight when a tank runs dry.

Low gas level caused crash, report says BY MICHAEL ARMSTRONG STAFF WRITER Lack of fuel probably caused a Yukon Island plane crash last year that injured the pilot and three passengers of a Smokey Bay Air flight from Seldovia to Homer, the National Transportation Safety Board concluded in a report released May 28. Photo by Ben Mitchell Rescuers respond to the Yukon Island crash last year "It is probable that the pilot inadvertently allowed the left tank to run dry, and was unable to restart the engine prior to the emergency landing," NTSB investigator Scott Erickson wrote in his report. The Cessna 206 piloted by Jenn Foltz crashed on a beach on the island about six miles from Homer on June 19, 2008. The accident severely injured Foltz and passengers James Pastro, both of Homer, Teresa Cook of Nanwalek and Cledia Larrison of Seldovia. Cook was seven months pregnant and lost her infant son, Joakim Adam Cook, in the accident. A rapid response from Homer Volunteer Fire Department emergency medical technicians and doctors and EMTs with a kayaking tour on the island helped save the lives of the victims. Maritime Helicopters flew an EMT to the scene and picked up the patients. Smokey Bay Air owner Claire McCann criticized the report, emphasizing that it determines a probable not a definite cause of the accident. "That's what people have to remember," she said. "They (the NTSB) haven't determined what caused the accident. Their determinations aren't clear and wouldn't stand up in a court of law." According to the accident investigation, the Cessna 206 had a half-gallon of fuel in its left wing tank. The right wing tank had been breached in the crash, and two witnesses said they saw fuel draining onto the beach. The Cessna 206 stores fuel in a bladder inside the left and right wings. The NTSB report said the fuel selector was turned to the left tank at the time of the crash, with "about a drop of fuel" in the engine manifold. Investigators recovered the engine from the crash and restarted it without trouble on a test stand. At issue is how much fuel Foltz put in the accident plane and how much remained before the crash. Why or how she switched from a tank that possibly held fuel to one almost empty, or if she switched at all, is not explained in the report. The report also raises the question of if she followed the proper procedure for restarting an engine in flight when a tank runs dry. When interviewed in July 2007, Foltz said she had no memory of the crash or of the flight beyond taking off from Seldovia. She submitted a statement to the NTSB saying she did not remember how much fuel she put in the accident plane, but said that she typically would add about 30 gallons. Foltz started her work day at about 8:32 a.m., and flew three flights in another Smokey Bay Air Cessna 206. The NTSB reported that a Smokey Bay Air employee said he saw Foltz switch to the accident plane, N72067, also a Cessna 206, and fuel the plane at about 9:45 a.m. The employee didn't know how much fuel Foltz put in. Foltz's log book showed that she switched to the accident plane at 10:14 a.m., but the report doesn't explain the discrepancy between the time when the employee said he saw her fuel the accident plane and the time she logged taking over the plane. The NTSB said McCann told them the usual procedure was for pilots to fill the left wing tank, which held about 40 usable gallons of fuel. The pilot would put a reserve of one hour of fuel in the right tank, or about 16 gallons of usable fuel, McCann said. According to Cessna 206 operating manuals, and because of the Cessna's design, about two gallons of fuel can't be used in each tank. McCann said her pilots have the responsibility to check the fuel and make sure there's enough fuel for the flight. Her pilots tend to fuel the plane heavy, that is, with more fuel than might be needed, she said. "The pilot knows how much fuel is on board that plane," McCann said. "They would never intentionally depart with a discrepancy even the thought they wouldn't have enough fuel to make a round trip." Foltz flew the Cessna from Homer to Seldovia, landed, then went to Nanwalek, where she picked up two passengers, Pastro and Cook. She then returned to Seldovia, where she picked up Larrison and 246 pounds of cargo. She left Seldovia and crashed on the return to Homer. Smokey Bay Air measured fuel burn this April for its Cessna 206s, and calculated a fuel consumption rate of about 15.07 gallons an hour. Erickson calculated the Cessna 206 would have burned 8 gallons on takeoffs. Based on Foltz's flight logs, Erickson calculated her flight time between 10:14 a.m. until the crash at 11:03 a.m. as being about 41 minutes, not including time on the ground. Using fuel calculations provided by Smokey Bay Air for the accident airplane, and assuming Foltz did not refuel the plane, it would have had 19.45 gallons of usable fuel in both tanks left over from the previous pilot when Foltz took over the plane, Erickson wrote in the report. With 41 minutes of flight, the accident plane would have burned about 10.30 gallons, and with four takeoffs, about 18.30 gallons of fuel burned in total. "Fuel remaining calculations by the operator and the NTSB IIC (investigator) are based on unverified amounts of fuel that were remaining in the accident airplane when it was received from the first pilot," Erickson wrote. "As the actual amount of fuel left in the airplane by the previous pilot could not be determined, the actual amount of fuel remaining in the airplane at the time of the accident is unknown." The NTSB report said other factors might have contributed to the crash, including that Foltz allowed airspeed to drop, causing a stall. "The probable cause is the best thing we could come up with," Erickson said in explaining how the NTSB made its report. "Lacking firm findings or factual findings, you have to go through that process: What do we know for sure? What are the findings? What's the probable result of that?" "Basically, we'll probably never know what happened," McCann said. McCann said Smokey Bay Air has changed its fuel-logging policies as a result of the crash and introduced more redundancies. "Now there's a company sharing of responsibility of everything that goes on," she said. "It was there before, but it wasn't a written procedure. We've made written policy changes." Foltz is still recovering from her injuries and has not returned to work as a pilot. McCann didn't know her future plans. "She made the best of a bad situation," McCann said of the crash. One witness to the crash praised Foltz's flying. "Jenn did a very good job of getting the plane to the beach," Brian Miller, a Halibut Cove resident who saw the accident from his boat, said after the accident. Pastro is still on medical leave from his job with the borough, said his supervisor, Richard Campbell. The NTSB report, including a full narrative, is available as a link online through the Homer News Web site at http://www.ntsb.gov/ntsb/brief.asp?ev_id=20070626X00811&key=1.

Points To Ponder Aircraft Systems Anyone attempting to fly this P-40 should first get a thorough checkout on its systems and quirks. Older airplanes do not follow modern certification rules on switch positions or operation of their systems. For example, fuel systems can be incredibly complex on even small, single-engine airplanes. Flying without first doing one’s homework and fully understanding the airplane's systems is too often fatal. Even a devoted warbird pilot such as Jeff Ethell apparently made his final error with a fuel system of the P-38, running a tank dry under conditions in which he could not restart the engine. [EDITOR'S NOTE: AVweb includes the NTSB's final report on the Jeff Ethell P-38 crash.] Before you get in, know how to get at all the fuel in the airplane, where any return fuel from a fuel-injected engine goes so you don’t overfill a tank (early Bonanzas return fuel to the left tank, Cessna 310s return fuel to the mains only), and how to shut off all of the fuel to the engine(s) should you desire. Does the fuel selector handle function by pointing the long or short end at the detent? Is the electrical system 12- or 24-volt? Does it matter? Why? How does it work in an emergency? How much oil does the engine hold? What is the minimum amount? The older the airplane, the more likely the systems are to have a design philosophy which is unfamiliar and probably counterintuitive to you. It is wise to have a good working knowledge of the systems when something goes south in flight rather than to try and puzzle things out under stress.

If anyone runs out of posts to read here on Mooney Space I would like to suggest my next favorite web site : http://www.teapartypatriots.org/

Does anyone here know who John Galt is?

???

Could any of those additives possibly harm a turbo charger?

I'm going to be replacing tires....does anyone know what the benifit is to using a tubeless tire? It looks like the GoodYear Flight Custom III has a tubeless option