I've basically had enough of NYS. The weather sucks, the liberals suck, the entitled/elitist people suck, the taxes suck, Albany sucks, NYC sucks, gun laws suck, anti Christ sentiments suck.
I'm just so sick and tired of being called a bigot for simply being a Christian. I'm so out of place, and I honestly can't stand it.
I have some family who feels exactly like I do, and they took a trip to morristown TN and said that it was a great little community. Close to the mountains, quiet, relatively like minded, and peaceful.
Are there any areas in Tennessee that you would recommend? Or maybe areas that I should steer clear of?
Also, I want to know if native TN people are accepting of "outsiders" ? I don't want to jump from the frying pan into the fire.

📷Live Setlist Thread
SHOW POSTER:
Paul Kreizenbeck
Doors: 6:30pm
Scheduled Start Time: 8:00pm ET (Instagram post says shortly after 8pm they will start)
OFFICIAL STREAM: Free for subscribers on Nugs.Net
UNOFFICIAL STREAM:
FANTASY GOOSE: https://airtable.com/shrNsjqPCNBQoYMaR
GOOSE DEDICATED THIS TOUR TO THE MEMORY OF CHUCK MORRIS, DONATE TO THE FAMILY HERE: https://www.gofundme.com/f/support-for-jenny-thompson-family
Tickets: Cash or Trade Goose Agora Cleveland
---
Start time: Walked on stage 8:39PM
Set 1 (8:40PM)
All I Need (Peter yells Yeah!) (25)
(Secret Agent Man Teas) The Whales 🐳(9)
Caution ⚠️(10)
Trevor Bass everyone 😎
JiveI (12)
California Magic 🪄(8) ➡️ JiveII (15) ➡️JIVE LEE (15) (with a Peter Laugh)
10:14 end set
Set 2 (10:52pm)
Drive 🏎️🏁 (8) ➡️Take on Me*➡️Cleveland Jam(15)
Into the Myst (16)
Honeybee with *Coach on a NEW Rainstick from the band (8)
Arrow🏹 (20)
end set 11:59pm
Encore (12:02am walked back on stage)
Peter thanks the crowd and Shaun for all the FOOD- Red's Steak House
Give it up for SCREEN
Shama Lama Ding Dong**
End Set 12:14am
Show Notes:
Jivefecta LTP Dallas TX 11/13/21 ( I think) double checking
*Take on Me- A-HA LTP 12/13/2019 (196 show gap)
**Shama Lama Ding Dong - Otis Day and The Knights (32 show gap)
PETER-O-METER:
[🔥 ] YEAH!
[🔥 ] Keyboard Warrior
[🔥 ] CLAV
[ 🔥] 2-Guitar Goose
[🔥 ] Time-traveling to the 80s
[ ] Backstage bananas
[🔥 ] Rocking
[ ] Arpeggiating
[ ] Floating
[🔥] Hip swangin'
[ ] "Are you freaking kidding me right now?"
[ ] Straight Bird'n
[ ] Channeling evil Goose
[ 🔥] Flipping switches
[ ] Razzle dazzle shoulders
[ ] Entering inter-dimensional travel
[🔥] Loving you guys
[ ] Summoning deep space aliens with a mating call
[ ] Crowd Participating
[ ] Wondering whose first Goose show it is
[ 🔥] Wizdini
SHOW INFO and SHENANIGANS
Night #1 of 1
Venue Info: The Agora
Weather: Cloudy, 49°F no meatballs in sight.
Check INs: Asheville, NC x3 🛋️Tour NYC San Rafael, CA The Agora x15 -first timer x3, Balcony Dead Center, Balcony 2nd Row, Balconyx2, Pete Side Rail, Trevor Side Balcony, FLOORx2, Balcony Pete Side, The Pit, Trevor Side Rail Morristown, NJ Chi-Town / Chigoose / The burbs x5 This Old Oregon Coast COVINGTON! Charlottesville, Va Chester, PA 🪣🔥 NOLA ⚜️ Williamsburg, VA Lansing, MI x3 Frederick, MD Toronto 🍁🫘town Nashville, TN Home of the NashCakes🥞Denver, CO x6 ATL / burbz x2😎 East Brunswick, NJSyraGoose x9 Portland, OR Memphis, TN Mother Goose from Dayton Rochester, NY x8 Houston, TX Stevens Point, WI Gilbert, AZ Rochester ➡️OHIO 🐈Columbus, OH Mechanicsburg PA SSI, GA Cincy, OH Madison WISCO x2 Augusta, GA Alameda, CA Chuck-Town, SC Philly, Philadelphia 🚱 x2 Baltimore County 🦀 Middletown CT Knoxville, TN Milwaukee/ Milwookie, WI x2 Grand Junction Colorado Boulder, Colorado Albany, NY x2 Wilton, CT Fort Worth, TX Newport Beach, CA 🏄‍♂️ Covington, KY — checkin’ in’ 🎧🎧👏💣🔥🧨x2 San Antonio, TX Birmingham, AL Seneca, SC Vernon, CT Austin, TX 🤠 San Diego, CA Skaneatles, NY Midlothian, Virginia Dallas, TX Baltimore, MD Shenandoah valley, VA Fanwood, NJ Kokomo, Indiana Seattle, WA Weathersfield VT The RVA Fair Lawn, NJ Prattville AL Annapolis, MD Fredricksburg,TX North Plainfield, NJ Richmond,VA Beaverton, Oregon Brooklyn, NYC🛋️🏄‍♂️WA Buffalo, NY Romeo, MI San Jose, CA Lakewood, CO West Side of Manhattan White Mountains, NH x2 Glastonbury, CT Kalama, WA Western NC🔥 Boston, MA Maywood, NJ DeKalb County, GA Collin County, TX Thank YOU TAPER from Columbus🔥 Standish, MEDFW area TX Boonton, NJ St. Paul, MN Frederick, CO Bay Area, CA Jackson, MS The Fabulous Las Vegas🎲🛀 Colorado Springs

Poster: AJ Masthay
Official Stream: Free for Nugs Subscribers @ Nugs.net
Unofficial Stream: Mixlr: https://mixlr.com/hippy-hour-hero-radio--2
FANTASY GOOSE: Click Here
Tickets: Cash or Trade
Scheduled Start Time: 8:00pm ET (Likely start 8:30-8:45)
Set 1 (8:21PM - 9:25PM )
Flopener (11)
Turbulence and The Night Rays (9)
Elizabeth (12)
Travelers (10)
I'm writing a Novel * (7)
Earthing? or Alien? (25)
[END SET]
Set 2 (10:11PM - 11:34PM )
Creatures (18)
Hungersite (19)
Red Bird > Please Forgive Me^ ( 25)
Bob Don (6)
Pancakes ! (15)
[END SET]
Encore (11:36PM - 11:48PM)
Slow Ready (12)
Show Notes:
*Father John Misty
^ David Gray
! Dirty Arrangement
PETER-O-METER:
[ ] Backstage bananas
[ ] Rocking
[ ] Arpeggiating
[ ] Floating
[ 🕺] Hip swangin'
[ ] "Are you freaking kidding me right now?"
[ ] Straight Bird'n
[ ] Channeling evil Goose
[ ] Flipping switches
[ ] Razzle dazzle shoulders
[ ] Entering inter-dimensional travel
[ ] Loving you guys
[ ] Summoning deep space aliens with a mating call
[ ] Crowd Participating
[ ] Wondering whose first Goose show it is
SHOW INFO and SHENANIGANS
The band dedicated the tour to Chuck Morris (drummer of the jam band Lotus), and his son. Both tragically went missing during a kayak trip in Arkansas last weekend. Both are presumed to be perished as of this show.
You can donate to the family of Chuck Morris here: https://www.gofundme.com/f/support-for-jenny-thompson-family
Venue Info: Roadrunner
Weather: Mostly Cloudy, 54°F
Check-In: Albany, NY Alberta, Canada ATL ATL burbz w/ jacked tits Asheville, NC Ascutney Vt. Augusta, GA Austin, TX x3 Boone, NC Boonton, NJ Boston, MA x 2 Boulder, CO Buffalo, NY Center Rail w/ Jacked tits Class then omw to Roadrunner x2 Cleveland, OH Chicago under some blankies Colorado Springs, CO Covington, KY x2 Dayton, OH Denver, CO x2 Edwardsville, IL Finger Lakes Fort Myers, FL x2 Fort Wayne, IN GBH Parking Garage, Level 2 Glastonbury, CT Hackensack, NJ Hartford, CT Headed to the city! x2 Houston, TX Hudson Valley, NY Indianapolis, IN Lancaster, PA Landing, NJ KCMO Lodi, NJ Madison, WI Midlothian, Virginia Milwaukee, WI Montgomery, IL Morristown, NJ Nashville, TN North Plainfield, NJ NYC New York Oklahoma sticks Oshkosh B'Gosh Parts Unknown Pittsburgh, PA x2 Pittsfield, MA Portland Portchester, NY Raleigh, NC The Roadrunner Rochester, NY x3 Rocklin, CARichmond, VA San Antonio, TX x2 Seattle, WA Seneca, SC Springfield, MA SSI, GA Syracuse x2 Syracuse, NY Syragoooose Terlingua, TX Trenton, NJ Williamsburg, VA White Mountains, NH

​
The politicized Government's BLS data shows low unemployment numbers and increasing GDP numbers. The Financial Media's propaganda narrative is the US Economy is Great. They invite financial experts to tell the Citizens that the economy is growing and a recession is years away. The Central Banks like China are injecting Trillions of Yuan into the Financial system causing the Stock Market to ascend to towards all time highs. The Americans that are invested in the Stock Market feel the Wealth Effect. Their Investment Portfolio's paper value is rising. This allows the Government to fudge the economic data to reflect a growing Economy, but the Government cannot manipulate the Retail Store Closures numbers. because store closures are an economic reality. The Financial Media would be the first to point out Online Sales and "The Amazon Effect" are the cause of these Store Closures. Fact: Online Sales are only 10% of the total US Retail Sales and the Great Amazon is only 5% of total Online Sales. Here are some troublesome Retail Data. The retail research company Challenger, Gray & Christmas data shows retail layoffs were up a 92 percent in January and February compared to last year. In the last three months over 41,000 people have lost their jobs. For these people they are feeling the Economic Recession. Many Retail Store chains are closing stores, but lets look at the Bell weather Walmart.
Here are the list of Walmart Stores Closing so far this year.
6085 W. Chandler Blvd., Chandler, Arizona 3900 W. Ina Road, Tucson, Arizona 1600 Saratoga Ave., San Jose, California 712 N. Western Ave., Liberal, Kansas 1229 NE. Evangeline Trwy., Lafayette, Louisiana 3603 Broad River Road, Columbia, South Carolina 1757 W. Andrew Johnson Hwy., Morristown, Tennessee 2501 University Commons Way, Knoxville, Tennessee 7000 Iron Bridge Road, North Chesterfield, Virginia 2864 Virginia Beach Blvd., Virginia Beach, Virginia 7809 NE. Vancouver Plaza Dr., Vancouver, Washington
Last year Walmart's Sam's Club had many store closures.
So once again Wall Street is Booming & Main Street is Suffering. The US Consumer's debt levels are at all time highs and thus Consumer spending is down. The average American is already in a Recession and like always Wall Street will be the last to know.

A bit of an odd weather system will move into the area Friday, with an attendant threat for severe weather. The SPC currently has the Chattanooga region in a Slight risk.
The primary threat appears to be widespread high winds, even outside of thunderstorms. A High Wind Warning has already been issued, effective from 7am until 10pm Friday. Gusts to 60mph are possible, particularly up on the mountains. The already saturated soil combined with those high winds means widespread power outages are possible due to falling trees.
SECURE LOOSE OBJECTS IN YOUR YARD BEFORE 9AM AT THE LATEST. Patio furniture, toys, temporary greenhouses or patio shelters, etc all must be brought inside or weighed down with significant weight. If you have a trampoline, flip it upside down, or your neighbors will have it by the end of the day. (Flying trampolines are actually a relatively common cause of power outages in wind storms!)
Below is a quote from an Area Forecast Discussion from the Nashville NWS office on Thursday afternoon:
I really think the bigger story of tomorrow is going to be the gradient winds. For the first time in my 16+ year NWS career, I have preemptively issued a High Wind Warning. This will replace the Wind Advisory completely and run from 6 am to 6 pm CST. Here`s why this is going to be significant: winds are going to gust 45 to 60 mph probably before storms get to wherever you are. This will open the door for trees to fall (especially with grounds already wet) and power outages to occur. This means you will need to have your smart phone charged to 100% TONIGHT and make sure you have fresh batteries in your NOAA Weather Radio so you can reliably get warnings if the power goes out. This is going to be a unique situation and we need to treat it as such.
The secondary threat (at least as of right now) is a line of fast moving thunderstorms that is expected to move through the area some time between about 11am and 4pm. The wind profile is very favorable for supercells (and an attendant tornado threat) embedded in or running in front of the squall line, however the thermal profile appears to be only marginally conducive.
Given the very strong wind field, any storm that forms may be a threat for wind gusts up to 70mph or even a bit higher. 70mph wind gusts will cause significant and widespread damage to trees, may cause minor damage to shingle roofs and vinyl siding, and may cause broken windows due to flying debris.
Not to beat a dead horse, but cellphones are not a reliable means of getting weather alerts as they rely on vulnerable infrastructure for power and internet connectivity. EMA cellular alerts are often received after the storm has already passed. We do not have tornado sirens here. If you do not have a weather radio, keep a TV tuned to a local news station. Follow NWS Morristown, NWS Atlanta, NWS Huntsville, and NWS Nashville on Twitter for real time warnings, if your cellphone is your only option for receiving warnings. I will make no endorsements or recommendations for apps or other websites as a source for weather warnings. Even weather.gov is often delayed a couple minutes in showing new warnings.

EDIT #1 1130EST

As expected, the SPC has added a large Enhanced Risk area that includes our entire region. The primary threat continues to be strong, potentially destructive straight line winds, with gusts to 60mph outside of the squall line, and potentially a few gusts above 80mph with the squall line. The tornado threat has also been bumped up to a 10% "hatched" area, indicating the potential for a few tornadoes >EF-2 in strength, however we are just outside of the area of greatest concern at this time. Regardless of the exact placement of the hatched area, a few tornadoes are still possible in our area with the squall line, which at 1130EST is approaching Huntsville and moving northeast at nearly 70mph. I fully expect a new tornado watch to be issued for this area within the next hour or two.
Any tornadoes or other hazards that occur with these storms will be moving extremely quickly, >65mph. The window between a warning being issued and the storm arriving will likely be brief. MAKE A PLAN TO SEEK SHELTER NOW, and keep a close eye on radar and/or your best available source for warnings. Expect destructive straight line winds and extended power outages associated with the squall line. Avoid driving in any storms if at all possible. Do not park under trees, large signs, gas station awnings, or power lines if you are in a vehicle when the storm arrives. The high wind threat will persist into at least late afternoon.

EDIT #2 1150EST

A Tornado Watch has been issued effective until 4PM EST for all counties in the region.

EDIT #3 1240EST

A quote from a warning issued a few minutes ago by NWS Huntsville for counties around and just south of the Huntsville area:
At 1123 AM CST, severe thunderstorms were located along a line extending from near Petersburg to near Madison, MOVING NORTHEAST AT 100MPH
This is an extremely unusual and dangerous situation. This storm is moving toward Hamilton County, and it presents a risk for tornado-like damage caused by straight line winds. TREAT THIS STORM AS A TORNADO. Gusts exceeding 100mph are possible, particularly on the mountains. People in mobile homes, campers, and high profile vehicles like tractor trailers should seek shelter in a sturdy structure until the storm passes. If your home has tall trees around it, seek shelter as far from the tree as possible, preferably beside heavy furniture or block walls that will protect you from falling objects.

EDIT #4 1325EST

Multiple tornado warnings in and just west of the Sequatchie valley, including Jasper, Bridgeport, and Whitwell. This storm will track near Red Bank in the next 30-45 minutes.

I likely won't have time to do my usual sort of long post on the threat for severe weather this week, but I wanted to highlight the severe weather threat over the next 3 days and encourage folks to keep an eye on reliable sources of information:
The Storm Prediction Center
Twitter feeds: Hamilton and other TN counties: NWS Morristown North Georgia: NWS Atlanta Alabama: NWS Huntsville
I strongly recommend you pick up a NOAA weather radio as soon as possible. Academy Sports carries them and will even program it for you. Ace Hardware carries them, as well as some Walmarts, B&B Surplus (may be gone by now), and I think I saw them at Home Depot recently.
THERE ARE NO TORNADO SIRENS HERE. CELLULAR EMA ALERTS, CELLPHONE APPS, AND YOUTUBE STREAMERS ARE NOT A RELIABLE SOURCE FOR WARNINGS! Warnings received by any of these means could be significantly delayed or may never arrive at all. They may not be accessible if power or internet is out.
If you don't have a weather radio, tune to a local TV station like WRCB or WDEF and keep it on in the background. NWS Twitter accounts are surprisingly timely for warnings, but again, if the internet or power is out already, Twitter may not be accessible.
Thursday evening and Friday are most concerning to me as of now, but there is some model disagreement on timing and placement of the best dynamics. Some have it passing us overnight, limiting the potential threat, but a few models have the best dynamics in place in or just to the south of the Chattanooga region around mid-day on Friday, which would increase the threat a fair bit. I think we're going to be on the northern edge of this event again, keeping our risk solidly in the Slight or perhaps Enhanced category but I suspect we will see a relatively significant outbreak of severe weather across the southeast on Thursday and Friday with a Moderate risk issued for some areas of MS, AL, GA, and perhaps some part of south-central TN, so it's worth keeping a close eye on it.
EDIT #1 Wednesday 1000: For the local area, today and Thursday appear to be primarily what meteorologists call a "conditional" threat. A few storms might be able to get their act together well enough in the local area to generate strong winds or perhaps even a brief (likely weak) tornado or two, but widespread severe weather doesn't appear likely here.
Friday however is beginning to look more concerning. Yesterday the models had a fairly wide spread on the timing for when the best dynamics would pass through the local area, and most models kept the bulk of the best ingredients south of us, or had it move through early Friday morning when there was little heat energy to work with. This morning's models have come into better alignment, and bring the best dynamics into or very close to the local area right around peak heating, from about noon to 4pm. If the models hold onto this scenario, I would expect to see an upgrade for the local area to ENHANCED risk in tomorrow's update to the Friday forecast, with both damaging straight line winds and tornadoes being a threat. Large areas of Georgia may see an upgrade to MODERATE. If the models slow a bit more, bringing the squall line into the area after 2pm, an upgrade to moderate risk for the local area is not out of the question.
I will probably let this thread die and start a new one Thursday evening. I will be home on Friday somewhat unexpectedly, and will try to do a live thread at least until I go out to chase.

The SPC has designated an Enhanced Risk for severe weather just to the west of the Chattanooga region for today.
While areas of Alabama and Mississippi will see a more significant threat, it doesn't currently appear that the area of greatest threat will reach Chattanooga. The system will approach our area after dark, and the dynamics supporting the severe weather threat appear likely to diminish somewhat as the storms approach. The current threat appears to be primarily strong winds, and a few isolated tornadoes in one or two rounds of strong to severe thunderstorms after 5pm, with the main line approaching around 7-9pm. Should the storms move faster than anticipated, they may pack a bigger punch than expected due to better dynamics. Any front-runners that get out ahead of the main line on their own should be watched closely.
As always, make your plan now for where you'll seek shelter. Check that your weather radio is operating. If you don't have one, I strongly recommend picking one up if possible. Walmart, Ace Hardware, and even some grocery stores carry them for between $30 and $40. I think B&B Discount had them for a bit less than that a couple weeks ago. If you don't have a weather radio, keep an eye on a local broadcast television station. Do not rely on cellular EMA alerts, web streams, or phone apps for real time warning information. The warnings may be significantly delayed or missed entirely. If the internet is your only option, I strongly recommend following the NWS Morristown, NWS Huntsville, and/or NWS Peachtree City Twitter accounts depending on where you live. South of the GA line you are in Peachtree City's area, north you're in Morristown, and in Alabama, you're in Huntsville's area. It's not a bad idea to monitor all 3 as storms often cross between their forecast areas.
Going forward, my threads and updates will not be reliable due to a significant family health issue, but I'll try to make basic threads like this when I can.
Stay safe!

Poster: None
Official Stream: Nugs Stream
Unofficial Stream: Click Here
FANTASY GOOSE: Click Here
Scheduled Start Time: 8:30PM EST
 
Set 1 (8:50-9:22pm): Hungersite (12) > Western Sun (7), California Magic (8), Rockdale (12), Silver Rising (10), Pancakes (14), Peggy-O¹ (9), Tomorrow Never Knows² (12), Hard to Handle ³ (6)
Set 2 (10:58-12:12pm): Animal (12), Don't Do It⁴ (8), Thatch (12), This Old Sea (17) > Moby (4), Hot Tea (18)
Encore (12:15-12:30pm): Elmeg the Wise (15)
¹ - Grateful Dead, Bob Weir and Rick (acoustic)
² - The Beatles w/Bob Weir
³ - Otis Redding w/Bob Weir
⁴ - The Band
 
PETER-O-METER
[ 🌋 ] Tits are jacked
[ ] Sharing love and good vibes
[ ] Getting funky with the clav
[ ] Channeling evil Goose
[ XXXX ] Entering the outer realms
[ ] Going on a walkabout
[ ] Watching Trevor solo like a proud father
[ ] Razzle-dazzle shoulders
[ ] Beating the keyboards like it’s pots & pans
[ ] Clapping your hands
[ ] Wondering whose first Goose show it is
 
SHOW INFO and SHENANIGANS
Night #1 of 1
Weather: 70°F and clear for show's start
Venue Information: Click Here
Check-In: Alameda, CA Albany, NY x2 Atlanta, GA Auburn, WA Austin, TX x2 Bethlehem, PA Boston (North Shore), MA Boston, MA Buffalo, NY x2 Castle Rock, CO Chicago, IL x5 Cleveland, OH Cranford, NJ CT Dallas, TX x2 Denver, CO Eldersburg, MD Ellicott City, MD Elkin, NC Frederick, MD Green Bay, WI Hackensack, NJ Henderson, KY Hot Tea House in Luang Prabang, Laos Houston, TX Indianapolis, IN Jupiter, FL x2 Kansas City, MO Koh Phi Phi, Thailand Lake Tahoe, CA Lodi, NJ Los Angeles, CA Miami, FL Middletown, CT Milwaukee, WI x 2 Mont Vernon, NH Morristown, NJ x5 Nashville, TN North Central, MA x 2 Nowhere, OH NYC Oshkosh, WI Panic en La Playa x2 Phoenix, AZ PITS x2 Pittsford, NY Portland, OR Raleigh, NC Richmond, VA x3 Rochester, NY Salt Lake City, UT x2 Seneca, SC Sparta NJ Springfield, NJ St. Louis, MO Syragoose, NY x8 Tampa, FL Tokyo Toronto, ON x2 Trenton, NJ Twin Cities Utica, NY x2 West Georgia Williamsburg, VA Wilmington, NC Webster, MA Woodstock, VT

New Year's Run, 12/30/22- 8:00 PM EST - The Andrew J Brady Music Center- Night 1 - Doors at 6:30PM EST
🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉🎉
Show Poser: @peteschawvisuals & Ryan Besch
Official Stream: Nugs Dec 30th Livestream
Unofficial Stream: Goose Streams (mixlr.com)
FANTASY GOOSE: Click Here
Tickets: NYE Run Night 1- Dec 30th Tickets
Scheduled Start Time: 8:00pm, (EST) Doors are 6:30pm (EST)
Set 1 (8:46pmEST):
Elizabeth (13)
Bloodbuzz Ohio (9)
California Magic (11)
Seekers I & II (9)
Echo of a Rose with Sinnerman tease (23)
Turned Clouds (with Peter ye-ah) (12)
End Set 10:03pmEST
Set 2 (10:39EST):
Into the Myst (21)
(jammy jam Intro) Arcadia (18)
Slow Ready✨(15)
This Old Sea (with Peter ye-ah) (14)
Hollywood Nights (with Peter ye-ah x2) (7)
End Set 11:54pm
Encore 12pmEST:
Declaration of Goose Day in Cincy
Butter Rum
Doobie Song
End Show 12:18pmEST
Show Notes:
Bloodbuzz Ohio -The National
Hollywood Nights - Bob Seger & The Silver Bullet Band
Record Breaking Audible Peter YEE-AHs in one show
Declaration of Goose Day in Cincy
SHOW INFO and SHENANIGANS
Night 1 of 2
Venue Info: Click Here
Weather: 49 with a 39% chance of rain (30th)
Check-In: Asheville, NC x3 Denver, CO x 3 The National in Richmond, VA x2 Knoxville, TN Colorado Springs, CO New Hampshire Frederick, MD Mother Goose from Dayton Wisconsin via DORA outside Glastonbury, CT Cincy x11 GA, Sweet Side Pete Side x2, nosebleeds, Front Row Balcony, Center Soundboard, GA left on Floor, Balcony Pete Side via Pittsburg Aurora, CO Midlothian,VA Leadville, CO Twin Cities 🏙️ Atlanta, GA PDX x2 Wethersfield Bow, VT Brooklyn, NY Syra-Gooooose, NY x2 Tampa, FL Wilmington, NC Trenton NJ Mancos, CO Springfield NJ Bethesda, MD Milwookie, WI x2 Elkin, NC Chicago! Fort Collins, CO Littleton, CO Valparaiso, IN Fort Worth, TX Worcester, MA San Diego, CA x2 Williamsburg, VA Cozumel, Mexico Seneca, SC Fair Lawn NJ CT x2 Westfield, IN Castle Rock, CO Rochester NY Jupiter FL Dallas, TX Standish, ME Lakewood, CO Morristown, NJ Bridgeport CT Kittery, ME Albany, NY Hackensack, NJ

1/7 - Force on Force Scenario Based Training: Self Defense Scenarios - Jordan, MN
1/28 - Permit to Carry - Metro Gun Club - Blaine, MN
2/4 - Building, Area Search and Escape (BASE) - Jordan, MN
2/5 - BASE II: Partner Tactics - Jordan, MN
2/18: Force on Force Scenario Based Training: Mass Murder and Terrorism Incident Scenarios - Jordan, MN
2/25 - Cold Weather Handgun - Forest Lake, MN
3/4 - Emergency Trauma Care - Jordan, MN
3/4 - Force on Force Scenario Based Training: Low-Light Scenarios - Jordan, MN
4/29 - Defensive Handgun - Morristown, MN
6/3 - Advanced Defensive Handgun - Morristown, MN
6/24 - Defensive Rifle - Morristown, MN
7/15 - Advanced Close-Quarter Defensive Handgun - Morristown, MN
7/22 - Defensive Shotgun - Morristown, MN
7/23 - Advanced Shotgun - Morristown, MN
7/29-30 - Force on Force: Partner and Team Tactics - Morristown, MN
9/9-10 - QSI20 Two-Day Defensive Handgun and Low-Light Shooting - Morristown, MN
More classes coming soon!
Discounts available for multiple classes.
www.qsitraining.net

Grover's was officially delisted on February 22 after business magnate Wendell Grover effectively bought the company singlehandedly, albeit with some funds from private equity groups.
Grover, the last surviving member of the Grover business dynasty, had fought since 2029 to retain control of the company and gradually increase his stake, fighting back against two acquisition bids and a major activist shareholder revolt.
Offering $27.50 a share, he was eventually able to buy Grover's, delist it from the stock market and take it private, all at a hefty cost of US$6.7 billion.
Grover reassured Americans and Grover's employees alike that the iconic fast food chain would "still remain open" and workers should "not fear losing their jobs".
Grover's has suffered major setbacks over the last decade as more and more Americans turn their backs on meat and dairy and embark on vegan and vegetarian diets. Using his acute business acumen, Grover was able to steer Grover's executives towards rethinking the chain's strategy and it began to offer vegan and vegetarian options, thereby weathering the change in food culture.
Grover's grandfather, Boyd Logan Grover, launched his first eatery "Grover's Corner" in Morristown, Pennsylvania in 1891, aged 31. Thereafter, "Grover's Corner" began to expand westwards into the Midwest with the help of Grover's cousins, Lloyd Hope and Quinton Madsen. Today, there are over 339 Grover's fast food restaurants across 36 states, including 10 Grover's restaurants in Western Australia ("Grover's Australia").
Last year, Grover indicated that he wished to open the first ever Grover's restaurant in Vancouver over in British Columbia, however a scandal involving third party slaughterhouses used by a Canadian rival (Vandyke Burgers) led to protests against Vandyke and a "bad atmosphere for business", so plans for an expansion into British Columbia and Ontario were shelved indefinitely.
Internationally and directly and indirectly, Grover's employs over 4,700 people and has an average annual revenue of over US$1.44 billion. It is the 8th largest fast food chain in North America.

Show Poster: https://www.instagram.com/p/ClHLRRxJJVj/
Official Stream: Nugs.Net Purchase Here & LivePhish.com
Unofficial Stream: https://discord.gg/T2mxpTFR
FANTASY GOOSE: Click Here
Tickets: Cash or Trade
  IMPORTANT UPDATE Goose announced and released a new EP today, Undecided.
https://open.spotify.com/album/4sU2qVVWoxIBkc78pWGOhR?si=QXkWm-EMSR2RY1wWTv-7jg&utm_source=copy-link
Per @GregKnightMusic:

These were recorded at the same time as dripfield but they were not recorded for dripfield. These aren’t “cutting room floor” tunes, the band just had a good vibe going during the recording process and had the time to get these done

 
Scheduled Start Time: 7:30pm ET (Goose social media says 7:45)
 
Set 1 Goooooose ( 7:47 - 9:19 ) Slow Ready (11) > Jive I (11) > Jive Lee (8) Bob Don¹/Undecided (10) Factory Fiction (17) Madhuvan² (20) Animal³° (9)
END SET
 
Set 2 TAB ( 9:47 - 11:22 ) I Never Needed You Like This Before⁴ (6) Blaze On (12) Wolfman’s Brother (10) Blazing Down the Twisted Wire (6) Sand (9) Shine (6) 46 Days (10) Mr. Completely⁵ (11) > Plasma⁵ (10) > A Wave of Hope⁵ (11)
END SET
 
Encore ( 11:26 - 11:41) Quantegy⁵ (5) > Money, Love and Change⁵ (9)  
END SHOW
Show Notes: ¹ With ² with Trey Anastasio ³ with Trey and Russ Lawton (Drums) °Welcome to Delta teases from Peter ⁴ Prior to the song, Trey mentioned Cyro was dealing with health issues and could not be at the show ⁵ with Rick on guitar and Peter on keys
PETER-O-METER:
[ ] Backstage bananas with Trey
[ ] Arpeggiating
[❤️] Thank you very much!
[ ] Floating
[ ] Hip swangin'
[ ] "Are you freaking kidding me right now?"
[ ] Straight Bird'n
[ ] Channeling evil Goose
[ ] Beating the keyboard like it’s pots & pans
[ ] Flipping switches
[ ] Razzle dazzle shoulders
[ ] Entering inter-dimensional travel
[ ] Flapping them jacks
[ ] Photos of the crowd
[ ] Loving you guys
[ ] Summoning deep space aliens with a mating call
[ ] Ted talking
[ ] Clapping your hands
[ ] Wondering whose first Goose show it is
SHOW INFO and SHENANIGANS
Venue Info: Click Here
Weather: Partly Cloudy, Snow Showers 30°F
Check-In: Dinosaur BBQ 🦖 Down the Road Bristol, CT Bethesda, MD NYC 🗽 Rochester, NY Richmond, VA Richmond, VA Midlothian, VA Philly Boston The Rail! Pete Side Sweet Side Margaritaville, Chicago 🍸 Denver, CO Asbury Park, NJ Glastonbury, CT The Floor Shelburne, VT Westchester, NY Seneca, SC Framingham,MA Jed & Ruby’s House 🦔 West Palm Beach Dallas, TX Weathersfield, VT KY Richmond, VA Grand Rapids, MI Alameda, CA Morristown, NJ Annandale, VA Schenectady, NY Auburn, WA Wanship, UT The Rail Melbourne, AU Baltimore Irvington, VA Dayton, OH

Scheduled Start Time: 8:00pm ET
Official Stream: https://fans.live/products/phil-lesh-and-friends-10-14-22
 
Set 1 (8:26 - 9:28) Here Comes Sunshine (13) Tennessee Jed¹ (10) Big River (7) Dancing in the Street² (7) > Scarlet Begonias¹ (9) > Dancing in the Street² (4) Fire on the Mountain³ (6)
END SET
Set 2 (10:05 - 11:20) Ship of Fools¹ (6) Cassidy (9) St. Stephen (16) > The Eleven (8) > Dark Star (9) > The Other One (3) > Dark Star (9) > Going Down The Road Feeling Bad (8) > We Bid You Goodnight (4)
END SET
Encore (11:28 - 11:34) Brokedown Palace ¹ (6)
END OF SHOW
 
Show Notes: ¹ Rick Mitarotonda on vocals! ² Martha and the Vandellas, Jen Hartswick (TAB), vox ³ James Casey (TAB), vox
SHOW INFO and SHENANIGANS
Venue Info: Click Here
Weather: Clear Skies 54°F
Check-In: Oshkosh, WI Morristown, NJ Alameda, CA Lodi, NJ Seneca, SC Midlothian, VA Hackensack, NJ Center Balcony Oaxaca, MX Central Jersey

Hi, I need to meet with a client in a few days for a business lunch. Not very formal, so no fine dining or suits or anything like that, but it’s still a working lunch. Someplace with sandwiches, salads, basic burgers, etc.
Client has asked to meet near 287, north of 78, and has asked for a place that’s not too crowded or noisy. Weather.com says the day will likely be stormy so outdoor dining won’t work.
Some bigger towns in that area include Morristown, Parsippany, Rockaway, Wayne, Hanover and East Hanover, for reference.
The only thing really coming to mind that I’ve actually tried is The Committed Pig in Morristown, but I have no idea how crowded that’ll be for weekday lunch.
Thanks for any ideas!

NTSB Preliminary Narrative

On February 10, 2011, at 1140 eastern standard time, a Cessna, 182P, N25HD, owned and operated by an individual, impacted a tree during a force landing near the Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot received serious injuries and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight, operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed from the Morristown Municipal Airport (MMU), Morristown, New Jersey, earlier that day, about 1115.
The pilot stated that he arrived at MMU about 0945 and started the preflight inspection. He started with preheating the engine compartment. He noted a total of 38.8 gallons of fuel in the tanks as indicated on the engine digital monitor, (a JPI, EDM-750); which agreed with the airplane’s fuel gauges. He visually checked the fuel levels in the tanks; confirming the JPI and the fuel gauges. Before sumping the fuel tanks he gently rocked the wings to dislodge any contamination that may be present. The left wing fuel tank’s sump valve seemed stiff and was not easy to sump. The right wing was unremarkable. Sixteen ounces of clear blue 100 low lead aviation fuel with no contaminants was drained from the gascolator. He sump the left wing again and observed 16 ounces of blue 100 low lead aviation fuel with 2 to 3 drops of water. He completed the preflight and removed the heater. The start up, taxi, and ground run up went unremarkable.
After takeoff, the climb was continued to 1,000 feet at full throttle and power was then adjusted to 23 inches of manifold pressure with 2300 rpm thereafter; leveling the airplane at 1,800 feet. During the cruise to N07, he monitored the carburetor heat gauge and adjusted as required. Nearing N07, he started to descend to pattern altitude of 1,200 feet, and entered the downwind for runway 01, on a 45 degrees entry. On the downwind he throttled back and adjusted the descent to an airspeed of 90 mph, lowering the flaps to 10 degrees. He throttled back more to maintain the descent and applied full carburetor heat.
Once abeam from the runway, he attempted to add power to slow the descent and noted no response from the engine. He pumped the throttle twice with no response and immediately established a best glide of 80 mph; pumping the throttle and ensuring the carburetor heat was on (pulled out). He retracted the flaps and moved the fuel selector to the right wing fuel tank. He started the base leg and continued toward the runway. He pulled the engine fuel primer out and gave it a pump, the engine momentary went to full power and died. He turned toward the runway, and pumped the primer one more time. The engine went to full power and turned off; he tried it a third time, to no avail. He realized the airplane was not going to reach the runway and elected to turn east toward a tree line. He flew the airplane into a tree to avoid hitting a building.
The closest official weather observation was at Essex County Airport (CDW), Caldwell, New Jersey, about 4 miles south of the accident site. The CDW 1053 METAR, was winds 320 degrees at 7 knots; visibility 9 statute miles; clear skies; temperature minus 5 degrees Celsius (C); dew point minus 16 degrees C; altimeter 29.85 inches of mercury.
The pilot, seated in the left seat, held a private pilot certificate with ratings for airplane single engine land, sea, and instrument airplane. He was issued a Federal Aviation Administration (FAA) third-class medical certificate on April 17, 2009, with limitations, and reported he had a total of 1,177 hours at the time of the accident.
The Cessna 182 P, a four place all metal, high wing, single-engine airplane, variable-pitch propeller, with fix landing gear, serial number 18261595, was manufactured in 1972, and issued a standard airworthiness certificate, in the normal category. The airplane was powered by a Continental O-470-R, 230-horsepower engine, with a Hartzell three bladed propeller. The airplane was equipped with a fuel bladder tank system in each wing. The last engine inspection was performed on January 19, 2011, at which the engine had a total of 1,076 hours since major overhauled. The airplane’s last inspection was January 19, 2011 and the airplane had a total of 2, 249.1 hours at that time. The airplane was on an annual / 100 hours maintenance schedule.
According to the responding FAA inspector the airplane impacted a tree, about a 1/4 mile short of the approach end of runway 01at N07 adjacent to a parking lot. Damage to the airplane was consistent with the airplane in a nose below the horizon and right wing low attitude at time of impact. The top wing section across the fuselage separated exposing the cabin area. Forward and aft windshields were shattered. The left wing remained wrapped around the tree. The right wing’s outboard leading edge was crushed. The fuselage came to rest on its right side. The empennage came to rest over the right wing bent down (toward the right). The engine and cowlings separated from the firewall. The propeller remained attached to the engine. Two of the three blades were bent aft and all three blades were observed in a low pitch angle.
A wreckage examination was conducted by the airplane manufacturer with FAA oversight. The fuel selector valve was observed in the right wing fuel tank position. No water was observed in the fuel that remained in the right tank and the left wing fuel tank was breached. Evidence of ice and water was observed in the gascolator fuel bowl shortly after the accident. The carburetor heat control was pulled to the “ON” position, and the primer was fully extended. The propeller blades did not display signature damage consistent with engine power at impact. The examination did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane and its systems. The engine and an engine monitoring system unit, the JPI, were retained for further examination.
An engine test run was performed at the engine’s manufacturer facility with National Transportation Safety Board (NTSB) oversight. The engine started without hesitation. Throughout the test phase, the engine accelerated normally without any hesitation, stumbling or interruption in power, and demonstrated the ability to produce rated horsepower.
The data retrieved from the JPI unit at the NTSB recorders laboratory showed that the accident flight appears normal until about the last 25 seconds when the fuel flow dropped to zero along with the exhaust gas temperature (EGT) on all cylinders dropping sharply. There weren’t any discrepancies in any of the 6 cylinders during the recorded flight. At the last few seconds of data recording, the engine’s fuel flow starts up and the EGT also starts to rise; the data stopped at that moment. The data is recorded every 6 seconds and last data point was at 11:49:45 JPI time; which the time is settable by the operator.
Airworthiness Directive (AD) 84-10-0, was performed to the airplane on June 1, 1985, at a total airframe time of 1,027 hours. The AD was established to prevent power loss or engine stoppage due to water contamination of the fuel system.
The pilot stated that the airplane was washed inside a hanger about a week prior to the accident flight and did not fly since the wash.

NTSB Final Narrative

The airplane was descending on the downwind leg of the landing pattern. As the pilot adjusted power to arrest the descent, the engine did not respond. The engine produced two short bursts of power when the pilot used the fuel primer; however, the engine would not continue running. The pilot noted that he was not going to reach the runway as he turned into the final leg of the landing pattern and elected to impact a tree to avoid hitting a building. A postaccident examination of the wreckage did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane or its systems. The engine started, accelerated, and produced rated horsepower when tested.
The postaccident examination found ice and evidence of water in the gascolator fuel bowl shortly after the accident. A recovered engine digital monitor recorded the accident flight and captured the last 25 seconds. The monitor indicated that the fuel flow dropped to zero and the exhaust gas temperature on all cylinders dropped sharply, consistent with ignition stopping abruptly, likely due to the introduction of water into the fuel system.
The engine compartment was heated before the flight, the temperature was minus 5 degrees Celsius at the time of the preflight, and no water was noted when the gascolator was drained before the flight. The accident flight was flown on the left wing fuel tank. The pilot stated that, during the preflight, he had difficulty sumping the left wing fuel tank and noted a few drops of water when the sump valve did function; he did not resump the tank. An Airworthiness Directive (AD) that was established to prevent power loss or engine stoppage due to water contamination had been performed on the airplane. The AD stated that, after rocking the wings, the pilot should "Drain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. If water is found...repeat...until no additional water is detected, or drain the entire airplane fuel system." About a week before the accident flight, the airplane was washed inside a hangar and afterward moved to the ramp; it had not been flown since the wash.

NTSB Probable Cause Narrative

The pilot’s inadequate preflight inspection (removal of water contamination from the fuel system), which resulted in a total loss of engine power.

Aircraft and OwneOperator Information

Category	Data	Category	Data
Aircraft Make:	CESSNA	Registration:	N25HD
Model/Series:	182P / None	Aircraft Category:	AIR
Amateur Built:	N

Meteorological Information and Flight Plan

Category	Data	Category	Data
Conditions at Accident Site:	VMC	Condition of Light:	DAYL
Observation Facility, Elevation:	CDW , 172 ft MSL	Observation Time:	1553 UTC
Distance from Accident Site:	4 Nautical Miles	Temperature/Dew Point:	25°C / 3°C
Lowest Cloud Condition:	CLER / 0 ft AGL	Wind Speed/Gusts, Direction:	7 / 0 knots, 320°
Lowest Ceiling:	NONE / 0 ft AGL	Visibility:	9.0 miles
Altimeter Setting:	29.85 inches Hg	Type of Flight Plan Filed:	NONE
Departure Point:	Morristown, NJ, USA	Destination:	Lincoln Park, NJ, USA
METAR:	None

Wreckage and Impact Information

Category	Data	Category	Data
Crew Injuries:	1 Serious	Aircraft Damage:	SUBS
Passenger Injuries:	None	Aircraft Fire:	NONE
Ground Injuries:	None	Aircraft Explosion:	NONE
Total Injuries:	1 Serious	Latitude, Longitude:	405651N, 0741852W

Generated by NTSB Bot Mk. 5
The docket, full report, and other information for this event can be found by searching the NTSB's Query Tool, CAROL (Case Analysis and Reporting Online), with the NTSB Number ERA11LA139

NTSB Preliminary Narrative

On February 10, 2011, at 1140 eastern standard time, a Cessna, 182P, N25HD, owned and operated by an individual, impacted a tree during a force landing near the Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot received serious injuries and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight, operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed from the Morristown Municipal Airport (MMU), Morristown, New Jersey, earlier that day, about 1115.
The pilot stated that he arrived at MMU about 0945 and started the preflight inspection. He started with preheating the engine compartment. He noted a total of 38.8 gallons of fuel in the tanks as indicated on the engine digital monitor, (a JPI, EDM-750); which agreed with the airplane’s fuel gauges. He visually checked the fuel levels in the tanks; confirming the JPI and the fuel gauges. Before sumping the fuel tanks he gently rocked the wings to dislodge any contamination that may be present. The left wing fuel tank’s sump valve seemed stiff and was not easy to sump. The right wing was unremarkable. Sixteen ounces of clear blue 100 low lead aviation fuel with no contaminants was drained from the gascolator. He sump the left wing again and observed 16 ounces of blue 100 low lead aviation fuel with 2 to 3 drops of water. He completed the preflight and removed the heater. The start up, taxi, and ground run up went unremarkable.
After takeoff, the climb was continued to 1,000 feet at full throttle and power was then adjusted to 23 inches of manifold pressure with 2300 rpm thereafter; leveling the airplane at 1,800 feet. During the cruise to N07, he monitored the carburetor heat gauge and adjusted as required. Nearing N07, he started to descend to pattern altitude of 1,200 feet, and entered the downwind for runway 01, on a 45 degrees entry. On the downwind he throttled back and adjusted the descent to an airspeed of 90 mph, lowering the flaps to 10 degrees. He throttled back more to maintain the descent and applied full carburetor heat.
Once abeam from the runway, he attempted to add power to slow the descent and noted no response from the engine. He pumped the throttle twice with no response and immediately established a best glide of 80 mph; pumping the throttle and ensuring the carburetor heat was on (pulled out). He retracted the flaps and moved the fuel selector to the right wing fuel tank. He started the base leg and continued toward the runway. He pulled the engine fuel primer out and gave it a pump, the engine momentary went to full power and died. He turned toward the runway, and pumped the primer one more time. The engine went to full power and turned off; he tried it a third time, to no avail. He realized the airplane was not going to reach the runway and elected to turn east toward a tree line. He flew the airplane into a tree to avoid hitting a building.
The closest official weather observation was at Essex County Airport (CDW), Caldwell, New Jersey, about 4 miles south of the accident site. The CDW 1053 METAR, was winds 320 degrees at 7 knots; visibility 9 statute miles; clear skies; temperature minus 5 degrees Celsius (C); dew point minus 16 degrees C; altimeter 29.85 inches of mercury.
The pilot, seated in the left seat, held a private pilot certificate with ratings for airplane single engine land, sea, and instrument airplane. He was issued a Federal Aviation Administration (FAA) third-class medical certificate on April 17, 2009, with limitations, and reported he had a total of 1,177 hours at the time of the accident.
The Cessna 182 P, a four place all metal, high wing, single-engine airplane, variable-pitch propeller, with fix landing gear, serial number 18261595, was manufactured in 1972, and issued a standard airworthiness certificate, in the normal category. The airplane was powered by a Continental O-470-R, 230-horsepower engine, with a Hartzell three bladed propeller. The airplane was equipped with a fuel bladder tank system in each wing. The last engine inspection was performed on January 19, 2011, at which the engine had a total of 1,076 hours since major overhauled. The airplane’s last inspection was January 19, 2011 and the airplane had a total of 2, 249.1 hours at that time. The airplane was on an annual / 100 hours maintenance schedule.
According to the responding FAA inspector the airplane impacted a tree, about a 1/4 mile short of the approach end of runway 01at N07 adjacent to a parking lot. Damage to the airplane was consistent with the airplane in a nose below the horizon and right wing low attitude at time of impact. The top wing section across the fuselage separated exposing the cabin area. Forward and aft windshields were shattered. The left wing remained wrapped around the tree. The right wing’s outboard leading edge was crushed. The fuselage came to rest on its right side. The empennage came to rest over the right wing bent down (toward the right). The engine and cowlings separated from the firewall. The propeller remained attached to the engine. Two of the three blades were bent aft and all three blades were observed in a low pitch angle.
A wreckage examination was conducted by the airplane manufacturer with FAA oversight. The fuel selector valve was observed in the right wing fuel tank position. No water was observed in the fuel that remained in the right tank and the left wing fuel tank was breached. Evidence of ice and water was observed in the gascolator fuel bowl shortly after the accident. The carburetor heat control was pulled to the “ON” position, and the primer was fully extended. The propeller blades did not display signature damage consistent with engine power at impact. The examination did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane and its systems. The engine and an engine monitoring system unit, the JPI, were retained for further examination.
An engine test run was performed at the engine’s manufacturer facility with National Transportation Safety Board (NTSB) oversight. The engine started without hesitation. Throughout the test phase, the engine accelerated normally without any hesitation, stumbling or interruption in power, and demonstrated the ability to produce rated horsepower.
The data retrieved from the JPI unit at the NTSB recorders laboratory showed that the accident flight appears normal until about the last 25 seconds when the fuel flow dropped to zero along with the exhaust gas temperature (EGT) on all cylinders dropping sharply. There weren’t any discrepancies in any of the 6 cylinders during the recorded flight. At the last few seconds of data recording, the engine’s fuel flow starts up and the EGT also starts to rise; the data stopped at that moment. The data is recorded every 6 seconds and last data point was at 11:49:45 JPI time; which the time is settable by the operator.
Airworthiness Directive (AD) 84-10-0, was performed to the airplane on June 1, 1985, at a total airframe time of 1,027 hours. The AD was established to prevent power loss or engine stoppage due to water contamination of the fuel system.
The pilot stated that the airplane was washed inside a hanger about a week prior to the accident flight and did not fly since the wash.

NTSB Final Narrative

The airplane was descending on the downwind leg of the landing pattern. As the pilot adjusted power to arrest the descent, the engine did not respond. The engine produced two short bursts of power when the pilot used the fuel primer; however, the engine would not continue running. The pilot noted that he was not going to reach the runway as he turned into the final leg of the landing pattern and elected to impact a tree to avoid hitting a building. A postaccident examination of the wreckage did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane or its systems. The engine started, accelerated, and produced rated horsepower when tested.
The postaccident examination found ice and evidence of water in the gascolator fuel bowl shortly after the accident. A recovered engine digital monitor recorded the accident flight and captured the last 25 seconds. The monitor indicated that the fuel flow dropped to zero and the exhaust gas temperature on all cylinders dropped sharply, consistent with ignition stopping abruptly, likely due to the introduction of water into the fuel system.
The engine compartment was heated before the flight, the temperature was minus 5 degrees Celsius at the time of the preflight, and no water was noted when the gascolator was drained before the flight. The accident flight was flown on the left wing fuel tank. The pilot stated that, during the preflight, he had difficulty sumping the left wing fuel tank and noted a few drops of water when the sump valve did function; he did not resump the tank. An Airworthiness Directive (AD) that was established to prevent power loss or engine stoppage due to water contamination had been performed on the airplane. The AD stated that, after rocking the wings, the pilot should "Drain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. If water is found...repeat...until no additional water is detected, or drain the entire airplane fuel system." About a week before the accident flight, the airplane was washed inside a hangar and afterward moved to the ramp; it had not been flown since the wash.

NTSB Probable Cause Narrative

The pilot’s inadequate preflight inspection (removal of water contamination from the fuel system), which resulted in a total loss of engine power.

Aircraft and OwneOperator Information

Category	Data	Category	Data
Aircraft Make:	CESSNA	Registration:	N25HD
Model/Series:	182P / None	Aircraft Category:	AIR
Amateur Built:	N

Meteorological Information and Flight Plan

Category	Data	Category	Data
Conditions at Accident Site:	VMC	Condition of Light:	DAYL
Observation Facility, Elevation:	CDW , 172 ft MSL	Observation Time:	1553 UTC
Distance from Accident Site:	4 Nautical Miles	Temperature/Dew Point:	25°C / 3°C
Lowest Cloud Condition:	CLER / 0 ft AGL	Wind Speed/Gusts, Direction:	7 / 0 knots, 320°
Lowest Ceiling:	NONE / 0 ft AGL	Visibility:	9.0 miles
Altimeter Setting:	29.85 inches Hg	Type of Flight Plan Filed:	NONE
Departure Point:	Morristown, NJ, USA	Destination:	Lincoln Park, NJ, USA
METAR:	None

Wreckage and Impact Information

Category	Data	Category	Data
Crew Injuries:	1 Serious	Aircraft Damage:	SUBS
Passenger Injuries:	None	Aircraft Fire:	NONE
Ground Injuries:	None	Aircraft Explosion:	NONE
Total Injuries:	1 Serious	Latitude, Longitude:	405651N, 0741852W

Generated by NTSB Bot Mk. 5
The docket, full report, and other information for this event can be found by searching the NTSB's Query Tool, CAROL (Case Analysis and Reporting Online), with the NTSB Number ERA11LA139

NTSB Preliminary Narrative

On February 10, 2011, at 1140 eastern standard time, a Cessna, 182P, N25HD, owned and operated by an individual, impacted a tree during a force landing near the Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot received serious injuries and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight, operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed from the Morristown Municipal Airport (MMU), Morristown, New Jersey, earlier that day, about 1115.
The pilot stated that he arrived at MMU about 0945 and started the preflight inspection. He started with preheating the engine compartment. He noted a total of 38.8 gallons of fuel in the tanks as indicated on the engine digital monitor, (a JPI, EDM-750); which agreed with the airplane’s fuel gauges. He visually checked the fuel levels in the tanks; confirming the JPI and the fuel gauges. Before sumping the fuel tanks he gently rocked the wings to dislodge any contamination that may be present. The left wing fuel tank’s sump valve seemed stiff and was not easy to sump. The right wing was unremarkable. Sixteen ounces of clear blue 100 low lead aviation fuel with no contaminants was drained from the gascolator. He sump the left wing again and observed 16 ounces of blue 100 low lead aviation fuel with 2 to 3 drops of water. He completed the preflight and removed the heater. The start up, taxi, and ground run up went unremarkable.
After takeoff, the climb was continued to 1,000 feet at full throttle and power was then adjusted to 23 inches of manifold pressure with 2300 rpm thereafter; leveling the airplane at 1,800 feet. During the cruise to N07, he monitored the carburetor heat gauge and adjusted as required. Nearing N07, he started to descend to pattern altitude of 1,200 feet, and entered the downwind for runway 01, on a 45 degrees entry. On the downwind he throttled back and adjusted the descent to an airspeed of 90 mph, lowering the flaps to 10 degrees. He throttled back more to maintain the descent and applied full carburetor heat.
Once abeam from the runway, he attempted to add power to slow the descent and noted no response from the engine. He pumped the throttle twice with no response and immediately established a best glide of 80 mph; pumping the throttle and ensuring the carburetor heat was on (pulled out). He retracted the flaps and moved the fuel selector to the right wing fuel tank. He started the base leg and continued toward the runway. He pulled the engine fuel primer out and gave it a pump, the engine momentary went to full power and died. He turned toward the runway, and pumped the primer one more time. The engine went to full power and turned off; he tried it a third time, to no avail. He realized the airplane was not going to reach the runway and elected to turn east toward a tree line. He flew the airplane into a tree to avoid hitting a building.
The closest official weather observation was at Essex County Airport (CDW), Caldwell, New Jersey, about 4 miles south of the accident site. The CDW 1053 METAR, was winds 320 degrees at 7 knots; visibility 9 statute miles; clear skies; temperature minus 5 degrees Celsius (C); dew point minus 16 degrees C; altimeter 29.85 inches of mercury.
The pilot, seated in the left seat, held a private pilot certificate with ratings for airplane single engine land, sea, and instrument airplane. He was issued a Federal Aviation Administration (FAA) third-class medical certificate on April 17, 2009, with limitations, and reported he had a total of 1,177 hours at the time of the accident.
The Cessna 182 P, a four place all metal, high wing, single-engine airplane, variable-pitch propeller, with fix landing gear, serial number 18261595, was manufactured in 1972, and issued a standard airworthiness certificate, in the normal category. The airplane was powered by a Continental O-470-R, 230-horsepower engine, with a Hartzell three bladed propeller. The airplane was equipped with a fuel bladder tank system in each wing. The last engine inspection was performed on January 19, 2011, at which the engine had a total of 1,076 hours since major overhauled. The airplane’s last inspection was January 19, 2011 and the airplane had a total of 2, 249.1 hours at that time. The airplane was on an annual / 100 hours maintenance schedule.
According to the responding FAA inspector the airplane impacted a tree, about a 1/4 mile short of the approach end of runway 01at N07 adjacent to a parking lot. Damage to the airplane was consistent with the airplane in a nose below the horizon and right wing low attitude at time of impact. The top wing section across the fuselage separated exposing the cabin area. Forward and aft windshields were shattered. The left wing remained wrapped around the tree. The right wing’s outboard leading edge was crushed. The fuselage came to rest on its right side. The empennage came to rest over the right wing bent down (toward the right). The engine and cowlings separated from the firewall. The propeller remained attached to the engine. Two of the three blades were bent aft and all three blades were observed in a low pitch angle.
A wreckage examination was conducted by the airplane manufacturer with FAA oversight. The fuel selector valve was observed in the right wing fuel tank position. No water was observed in the fuel that remained in the right tank and the left wing fuel tank was breached. Evidence of ice and water was observed in the gascolator fuel bowl shortly after the accident. The carburetor heat control was pulled to the “ON” position, and the primer was fully extended. The propeller blades did not display signature damage consistent with engine power at impact. The examination did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane and its systems. The engine and an engine monitoring system unit, the JPI, were retained for further examination.
An engine test run was performed at the engine’s manufacturer facility with National Transportation Safety Board (NTSB) oversight. The engine started without hesitation. Throughout the test phase, the engine accelerated normally without any hesitation, stumbling or interruption in power, and demonstrated the ability to produce rated horsepower.
The data retrieved from the JPI unit at the NTSB recorders laboratory showed that the accident flight appears normal until about the last 25 seconds when the fuel flow dropped to zero along with the exhaust gas temperature (EGT) on all cylinders dropping sharply. There weren’t any discrepancies in any of the 6 cylinders during the recorded flight. At the last few seconds of data recording, the engine’s fuel flow starts up and the EGT also starts to rise; the data stopped at that moment. The data is recorded every 6 seconds and last data point was at 11:49:45 JPI time; which the time is settable by the operator.
Airworthiness Directive (AD) 84-10-0, was performed to the airplane on June 1, 1985, at a total airframe time of 1,027 hours. The AD was established to prevent power loss or engine stoppage due to water contamination of the fuel system.
The pilot stated that the airplane was washed inside a hanger about a week prior to the accident flight and did not fly since the wash.

NTSB Final Narrative

The airplane was descending on the downwind leg of the landing pattern. As the pilot adjusted power to arrest the descent, the engine did not respond. The engine produced two short bursts of power when the pilot used the fuel primer; however, the engine would not continue running. The pilot noted that he was not going to reach the runway as he turned into the final leg of the landing pattern and elected to impact a tree to avoid hitting a building. A postaccident examination of the wreckage did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane or its systems. The engine started, accelerated, and produced rated horsepower when tested.
The postaccident examination found ice and evidence of water in the gascolator fuel bowl shortly after the accident. A recovered engine digital monitor recorded the accident flight and captured the last 25 seconds. The monitor indicated that the fuel flow dropped to zero and the exhaust gas temperature on all cylinders dropped sharply, consistent with ignition stopping abruptly, likely due to the introduction of water into the fuel system.
The engine compartment was heated before the flight, the temperature was minus 5 degrees Celsius at the time of the preflight, and no water was noted when the gascolator was drained before the flight. The accident flight was flown on the left wing fuel tank. The pilot stated that, during the preflight, he had difficulty sumping the left wing fuel tank and noted a few drops of water when the sump valve did function; he did not resump the tank. An Airworthiness Directive (AD) that was established to prevent power loss or engine stoppage due to water contamination had been performed on the airplane. The AD stated that, after rocking the wings, the pilot should "Drain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. If water is found...repeat...until no additional water is detected, or drain the entire airplane fuel system." About a week before the accident flight, the airplane was washed inside a hangar and afterward moved to the ramp; it had not been flown since the wash.

NTSB Probable Cause Narrative

The pilot’s inadequate preflight inspection (removal of water contamination from the fuel system), which resulted in a total loss of engine power.

Aircraft and OwneOperator Information

Category	Data	Category	Data
Aircraft Make:	CESSNA	Registration:	N25HD
Model/Series:	182P / None	Aircraft Category:	AIR
Amateur Built:	N

Meteorological Information and Flight Plan

Category	Data	Category	Data
Conditions at Accident Site:	VMC	Condition of Light:	DAYL
Observation Facility, Elevation:	CDW , 172 ft MSL	Observation Time:	1553 UTC
Distance from Accident Site:	4 Nautical Miles	Temperature/Dew Point:	25°C / 3°C
Lowest Cloud Condition:	CLER / 0 ft AGL	Wind Speed/Gusts, Direction:	7 / 0 knots, 320°
Lowest Ceiling:	NONE / 0 ft AGL	Visibility:	9.0 miles
Altimeter Setting:	29.85 inches Hg	Type of Flight Plan Filed:	NONE
Departure Point:	Morristown, NJ, USA	Destination:	Lincoln Park, NJ, USA
METAR:	None

Wreckage and Impact Information

Category	Data	Category	Data
Crew Injuries:	1 Serious	Aircraft Damage:	SUBS
Passenger Injuries:	None	Aircraft Fire:	NONE
Ground Injuries:	None	Aircraft Explosion:	NONE
Total Injuries:	1 Serious	Latitude, Longitude:	405651N, 0741852W

Generated by NTSB Bot Mk. 5
The docket, full report, and other information for this event can be found by searching the NTSB's Query Tool, CAROL (Case Analysis and Reporting Online), with the NTSB Number ERA11LA139

NTSB Preliminary Narrative

On February 10, 2011, at 1140 eastern standard time, a Cessna, 182P, N25HD, owned and operated by an individual, impacted a tree during a force landing near the Lincoln Park Airport (N07), Lincoln Park, New Jersey. The pilot received serious injuries and the airplane incurred substantial damage. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight, operated under the provisions of Title 14 Code of Federal Regulations Part 91. The flight departed from the Morristown Municipal Airport (MMU), Morristown, New Jersey, earlier that day, about 1115.
The pilot stated that he arrived at MMU about 0945 and started the preflight inspection. He started with preheating the engine compartment. He noted a total of 38.8 gallons of fuel in the tanks as indicated on the engine digital monitor, (a JPI, EDM-750); which agreed with the airplane’s fuel gauges. He visually checked the fuel levels in the tanks; confirming the JPI and the fuel gauges. Before sumping the fuel tanks he gently rocked the wings to dislodge any contamination that may be present. The left wing fuel tank’s sump valve seemed stiff and was not easy to sump. The right wing was unremarkable. Sixteen ounces of clear blue 100 low lead aviation fuel with no contaminants was drained from the gascolator. He sump the left wing again and observed 16 ounces of blue 100 low lead aviation fuel with 2 to 3 drops of water. He completed the preflight and removed the heater. The start up, taxi, and ground run up went unremarkable.
After takeoff, the climb was continued to 1,000 feet at full throttle and power was then adjusted to 23 inches of manifold pressure with 2300 rpm thereafter; leveling the airplane at 1,800 feet. During the cruise to N07, he monitored the carburetor heat gauge and adjusted as required. Nearing N07, he started to descend to pattern altitude of 1,200 feet, and entered the downwind for runway 01, on a 45 degrees entry. On the downwind he throttled back and adjusted the descent to an airspeed of 90 mph, lowering the flaps to 10 degrees. He throttled back more to maintain the descent and applied full carburetor heat.
Once abeam from the runway, he attempted to add power to slow the descent and noted no response from the engine. He pumped the throttle twice with no response and immediately established a best glide of 80 mph; pumping the throttle and ensuring the carburetor heat was on (pulled out). He retracted the flaps and moved the fuel selector to the right wing fuel tank. He started the base leg and continued toward the runway. He pulled the engine fuel primer out and gave it a pump, the engine momentary went to full power and died. He turned toward the runway, and pumped the primer one more time. The engine went to full power and turned off; he tried it a third time, to no avail. He realized the airplane was not going to reach the runway and elected to turn east toward a tree line. He flew the airplane into a tree to avoid hitting a building.
The closest official weather observation was at Essex County Airport (CDW), Caldwell, New Jersey, about 4 miles south of the accident site. The CDW 1053 METAR, was winds 320 degrees at 7 knots; visibility 9 statute miles; clear skies; temperature minus 5 degrees Celsius (C); dew point minus 16 degrees C; altimeter 29.85 inches of mercury.
The pilot, seated in the left seat, held a private pilot certificate with ratings for airplane single engine land, sea, and instrument airplane. He was issued a Federal Aviation Administration (FAA) third-class medical certificate on April 17, 2009, with limitations, and reported he had a total of 1,177 hours at the time of the accident.
The Cessna 182 P, a four place all metal, high wing, single-engine airplane, variable-pitch propeller, with fix landing gear, serial number 18261595, was manufactured in 1972, and issued a standard airworthiness certificate, in the normal category. The airplane was powered by a Continental O-470-R, 230-horsepower engine, with a Hartzell three bladed propeller. The airplane was equipped with a fuel bladder tank system in each wing. The last engine inspection was performed on January 19, 2011, at which the engine had a total of 1,076 hours since major overhauled. The airplane’s last inspection was January 19, 2011 and the airplane had a total of 2, 249.1 hours at that time. The airplane was on an annual / 100 hours maintenance schedule.
According to the responding FAA inspector the airplane impacted a tree, about a 1/4 mile short of the approach end of runway 01at N07 adjacent to a parking lot. Damage to the airplane was consistent with the airplane in a nose below the horizon and right wing low attitude at time of impact. The top wing section across the fuselage separated exposing the cabin area. Forward and aft windshields were shattered. The left wing remained wrapped around the tree. The right wing’s outboard leading edge was crushed. The fuselage came to rest on its right side. The empennage came to rest over the right wing bent down (toward the right). The engine and cowlings separated from the firewall. The propeller remained attached to the engine. Two of the three blades were bent aft and all three blades were observed in a low pitch angle.
A wreckage examination was conducted by the airplane manufacturer with FAA oversight. The fuel selector valve was observed in the right wing fuel tank position. No water was observed in the fuel that remained in the right tank and the left wing fuel tank was breached. Evidence of ice and water was observed in the gascolator fuel bowl shortly after the accident. The carburetor heat control was pulled to the “ON” position, and the primer was fully extended. The propeller blades did not display signature damage consistent with engine power at impact. The examination did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane and its systems. The engine and an engine monitoring system unit, the JPI, were retained for further examination.
An engine test run was performed at the engine’s manufacturer facility with National Transportation Safety Board (NTSB) oversight. The engine started without hesitation. Throughout the test phase, the engine accelerated normally without any hesitation, stumbling or interruption in power, and demonstrated the ability to produce rated horsepower.
The data retrieved from the JPI unit at the NTSB recorders laboratory showed that the accident flight appears normal until about the last 25 seconds when the fuel flow dropped to zero along with the exhaust gas temperature (EGT) on all cylinders dropping sharply. There weren’t any discrepancies in any of the 6 cylinders during the recorded flight. At the last few seconds of data recording, the engine’s fuel flow starts up and the EGT also starts to rise; the data stopped at that moment. The data is recorded every 6 seconds and last data point was at 11:49:45 JPI time; which the time is settable by the operator.
Airworthiness Directive (AD) 84-10-0, was performed to the airplane on June 1, 1985, at a total airframe time of 1,027 hours. The AD was established to prevent power loss or engine stoppage due to water contamination of the fuel system.
The pilot stated that the airplane was washed inside a hanger about a week prior to the accident flight and did not fly since the wash.

NTSB Final Narrative

The airplane was descending on the downwind leg of the landing pattern. As the pilot adjusted power to arrest the descent, the engine did not respond. The engine produced two short bursts of power when the pilot used the fuel primer; however, the engine would not continue running. The pilot noted that he was not going to reach the runway as he turned into the final leg of the landing pattern and elected to impact a tree to avoid hitting a building. A postaccident examination of the wreckage did not reveal any mechanical discrepancies that would have prevented normal operation of the airplane or its systems. The engine started, accelerated, and produced rated horsepower when tested.
The postaccident examination found ice and evidence of water in the gascolator fuel bowl shortly after the accident. A recovered engine digital monitor recorded the accident flight and captured the last 25 seconds. The monitor indicated that the fuel flow dropped to zero and the exhaust gas temperature on all cylinders dropped sharply, consistent with ignition stopping abruptly, likely due to the introduction of water into the fuel system.
The engine compartment was heated before the flight, the temperature was minus 5 degrees Celsius at the time of the preflight, and no water was noted when the gascolator was drained before the flight. The accident flight was flown on the left wing fuel tank. The pilot stated that, during the preflight, he had difficulty sumping the left wing fuel tank and noted a few drops of water when the sump valve did function; he did not resump the tank. An Airworthiness Directive (AD) that was established to prevent power loss or engine stoppage due to water contamination had been performed on the airplane. The AD stated that, after rocking the wings, the pilot should "Drain and catch the contents of the fuel gascolator, wing, and (if equipped) reservoir tank sumps and check for water contamination. If water is found...repeat...until no additional water is detected, or drain the entire airplane fuel system." About a week before the accident flight, the airplane was washed inside a hangar and afterward moved to the ramp; it had not been flown since the wash.

NTSB Probable Cause Narrative

The pilot’s inadequate preflight inspection (removal of water contamination from the fuel system), which resulted in a total loss of engine power.

Aircraft and OwneOperator Information

Category	Data	Category	Data
Aircraft Make:	CESSNA	Registration:	N25HD
Model/Series:	182P / None	Aircraft Category:	AIR
Amateur Built:	N

Meteorological Information and Flight Plan

Category	Data	Category	Data
Conditions at Accident Site:	VMC	Condition of Light:	DAYL
Observation Facility, Elevation:	CDW , 172 ft MSL	Observation Time:	1553 UTC
Distance from Accident Site:	4 Nautical Miles	Temperature/Dew Point:	25°C / 3°C
Lowest Cloud Condition:	CLER / 0 ft AGL	Wind Speed/Gusts, Direction:	7 / 0 knots, 320°
Lowest Ceiling:	NONE / 0 ft AGL	Visibility:	9.0 miles
Altimeter Setting:	29.85 inches Hg	Type of Flight Plan Filed:	NONE
Departure Point:	Morristown, NJ, USA	Destination:	Lincoln Park, NJ, USA
METAR:	None

Wreckage and Impact Information

Category	Data	Category	Data
Crew Injuries:	1 Serious	Aircraft Damage:	SUBS
Passenger Injuries:	None	Aircraft Fire:	NONE
Ground Injuries:	None	Aircraft Explosion:	NONE
Total Injuries:	1 Serious	Latitude, Longitude:	405651N, 0741852W

Event Information

Category	Data	Category	Data
NTSB Number:	ERA11LA139	Event ID:	X63852

Generated by NTSB Bot Mk. 5
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