Av Hazard publicizes safety and operational concerns to help prevent accidents but it works only if we hear from you. Use the postage-free Av Hazard card to describe the hazard and return it to Pro Pilot. To obtain an official FAA review send NASA an ASRS form. For immediate action, call the airport, FBO, ATC, FSDO or the 24-hour FAA Safety Hotline at 800-255-1111. Note: Telephone numbers for all US Towers and ARTCCs are published in Ac-U-Kwik and Pilots Express Airport/Heliport/FBO directories. To report safety concerns outside the US, contact ICAO HQ at 514-954-8219 or via fax at 514-954-6077. ICAO has worldwide telephone and fax numbers to expedite Av Hazard reports to civil aviation authorities.

Unannounced F16s overfly drop zone

We are the skydiving operation at 2IS (Clewiston FL). While most of the time communication with Unicom and Miami Center prevents aircraft from overflying the airport, we learned the other day that the military does not talk to civilian ATC, as an F16 flew right over the airport at high speed just as I was about to drop jumpers. I believe the military should not fly over skydiving activities unless they are communicating with someone.
__ATP, King Air 90

Fuel problems at K02

A turbocharged Cessna conducting photo flight operations landed at K02 (Perryville MO) to refuel. The city has closed the FBO and refuses to provide fuel. The Cessna pilot had the VFR reserves required, but without fuel it was questionable if he could make it to the next airport for fuel. We helped the guy and drained fuel from another plane so he had legal and safe reserves to fly on. The city has accepted federal money and only keeps the airport open for the tax base at the Sabreliner repair facility. Charts and the GPS both show that the airport has fuel.
__Comm, PA24 Comanche

The photo pilot should have been monitoring the fuel burn more closely and double-checked to ensure that the airport he intended to use actually had fuel available at his time of arrival if running the fuel lower than normal. As to draining fuel from one airplane to place in another aircraft, gallant as it may sound, it may not be the safest thing to do. If you drain it from the sumps—normally the lowest point in the tank—there is no telling what you are taking from one aircraft and placing into another. That is, of course, unless the fuel was strained first prior to introducing into the second aircraft, in which case that could be acceptable.