Cessna NewsletterColor.pub - Cessna 150

Cessna
150-152
March / April 2012
Pilot
Official Newsletter
of the Cessna
150-152 Club.
(541) 772-8601
www.cessna150152.com
Volume 32 Number 2
2 An Early Reminder
Don’t Miss Clinton 2012
4 Can’t Afford 406 MHz?
121.5 / 243.0 ELT Is Still Alive
New vs. Old-page 4
7 Buying Used Parts
What to Think About
10 Pima Air & Space
More Than a Museum
12 Accidental Education
Jan /Feb NTSB Reports
A Wonderful Place to Spend the Day!
ISSN 0747- 4712
Cessna 150-152 Pilot - Mar / Apr 2012
Cessna 150-152 Fly-In
July 25-27, 2012
Clinton Municipal Airport (CWI)
Clinton, Iowa
"The Confab in the Corn"
12th Anniversary
Each summer over 100 airplanes gather in the
heartland of America from all over the country
for flying contests, socializing, and to learn more
about these wonderful airplanes. The Cessna
150-152 Fly-In is open to owners, pilots, and
really anyone with an interest in one of the most
popular and best-loved general aviation airplanes in the world. Check out the website for
more information!
www.cessna150152flyin.org
Email: [email protected]
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Cessna 150-152 Pilot - Mar / Apr 2012
PRODUCTS IN OUR ONLINE
STORE
“ It’s a little easier to stay
alert in a skittish Cessna
150, which needs to be
tended every mile of the
way. A brief glance at a
hawk cruising on a thermal below, and you’ve
gained 200 feet and departed five degrees from
your course. I am an
inveterate lollygagger,
too….always wondering ,
for example, Is that train
below an Amtracker? I
nudged the Gin Fizz toward it for a better look,
losing 2,000 feet of altitude in my eagerness to
identify the locomotive.
My course through the
airlanes sometimes resembles a dog trotting
veeringly down the block,
following its nose higgledy-piggledy.”
Primer O-Ring Kit
Cure that sticky primer. This kit includes 2 FAA
approved Viton O-Rings, O-Lube, and step by
step instruction to make your primer work like
new.
$9.95 and Free Shipping
Finest Gascolator on
the market, fits all
150-152s
www.Cessna150152.com/shop
Or
Order by Phone 541-772-8601
Cessna 150-152 Pilot
(ISSN 0747-4712) is published bimonthly, by The Cessna 150-152
Club, 3492 N. Foothill Rd., Medford, OR 97504 Periodicals Postage
paid at Medford, OR 97501, USPS 721970.
Annual Postal Subscriptions are $45, also available as an electronic
internet based subscription for $35. Copyright ©2011. All rights
reserved. Reproduction in whole or part without permission is
prohibited.
Postmaster, Send change of address to:
Cessna 150-152 Club,
PO Box 5298
Central Point, OR 97502
The information presented in this publication is from multiple sources
from which The Cessna 150-152 Club cannot warranty or accept
responsibility as to it's legality, completeness, or technical accuracy.
Readers are reminded that United States Federal Air Regulations part
91 place primary responsibility for ensuring the airworthy condition of
an aircraft on the owner and or operator. Any person who maintains,
modifies, or otherwise changes an aircraft must do so in accordance
with the manufacturer's recommendations and applicable FAA
regulations.
Contacts:
Telephone: (541) 772-8601
Website: www.cessna150152.com
Email: Items for publication:
[email protected]
Henry Kisor
Email: General Inquiries, Membership, Requests for
Technical Materials,, etc:
[email protected]
From his book—Flight of the Gin Fizz
3
Cessna 150-152 Pilot - Mar / Apr 2012
Pass airport: Chief Aircraft. This is where the
owner started the company many years ago and it
remains the headquarters although there is an East
Coast location now as well.
Can’t Afford a New ELT?
Budget Alternative to the 406 MHz
Recently I returned from seven months away from
home. Naturally, one of the first things on my
agenda was to drop by the hangar and say hello to
an old friend…the family airplane. Glancing into
the baggage area I noticed a white area next to the
ELT. Uh oh…battery acid. For the first time in seventeen years of owning this airplane an ELT battery
pack had leaked and failed.
Before I went to the expense of replacing the battery pack, which is required every two years, I removed the old Narco ELT-10 unit from the airplane
and inspected it carefully. Although there was an
area on the carpet about 1 ½ inches in diameter of
the white stuff, there was none to be found anywhere inside the unit itself. Both the interior of the
battery pack and the interior of the electronics compartment were clean. OK, I thought to myself, this
isn’t so bad. A new battery pack (which was overdue anyway) and all would be back to normal.
Remote Switch
Out of curiosity I went the extra step and tested the
battery voltage which, in the past, has still been
around 9 volts on a two year old pack. This time:
Nada. Zero voltage, not a flicker on the meter, but
considering the leakage I was not surprised. Next I
wanted to verify the ELT was in good working order so I clipped a regular little 9 volt cel into place
and began the test. Turning the switch to the ON
position it warbled like crazy over my handheld
com radio. Next, testing the G-switch, I smacked
the unit against my hand as I’ve seen my mechanic
do at each annual. Silence. Tapping it a few times
on the bench, each time with a little more enthusiasm, the results were the same. Even slamming the
thing against the bench failed to produce a peep. It
was then that I began wondering just how old this
ELT-10 really was. According to some hard to read
markings on it, it was apparently new in 1976. Alright, at 35 years old, it’s time to retire this electronic relic.
Looking at a year-old back issue of Chief’s catalog
I found that none of the new 406 MHz ELTs were
not within my budget. Prices begin around $600
and increase dramatically among the several available models. In this case of wanting vs. affordability…affording won. The only 121.5 / 243.0
AK - 450
Narco ELT - 10
model the catalog showed was the Ameri King
AK-450. This has been a very popular ELT through
recent years and has several advantages over my
old Narco.
Locally we have the good fortune of having an aircraft accessories supplier in residence at the Grants
4
Cessna 150-152 Pilot - Mar / Apr 2012
mined there really is no good location for an ELT in
a Cessna 150. You’d just have to read all the specs
to know what I mean. I finally determined that the
location of the old unit on the floor at the rear of the
baggage area was as good as any.
Removing the old unit was somewhat difficult because getting to the locknuts on the underside of the
baggage area floor was awkward to say the least.
But, when working inside a 150…what’s surprising
about that? Although I could have re-used the old
coax and antenna I chose to remove them also and
The 450 has some nice features such as a mic jack
to broadcast voice transmission, a telescoping portable antenna, and a remote switch (now required by
the FAA) that allows easy activation from the cockpit regardless of the location of the ELT itself. Additionally, you aren’t locked into buying a battery
pack because the 450 simply uses 6 standard Duracell alkaline D size batteries. Short story: Went to
Chief, they no longer stock the 450 but could order
one at $190…I went back home and ordered one
from Aircraft Spruce for about $10 less. Cost me
just a little more after shipping, but Spruce shipped
it the same day and I got it sooner than from Chief.
Actually, the 70 mile round trip drive back to Chief
would have probably eaten up a good chunk of the
shipping cost anyway.
Antenna underside
Antenna underside
install everything brand new. The antenna hole required a slight enlargement with a multi-bit, but
that was the only mod needed. I routed and attached
the coax the same as was done previously. The 450
mounting bracket is shaped a little differently than
the Narco was, but it easily went into the same location and was no challenge to attach after drilling
three new holes.
Routing the wiring for the remote switch and
mounting it took a little more thought. This was accomplished by placing the wiring (standard RJ-14
phone cable and plugs actually) behind interior trip
panels and around to the center console where I
wanted to mount the switch just under my mic
jacks. Care had to be taken to route and fasten the
cord in such a way that there is no chance of it interfering with or contacting
Carefully route
and secure the
wiring to clear
control cables
Upon delivery I opened the box and found that AK
includes everything you need for installation except
the 4 #4-40 screws and locking nuts required.
Reading the detailed installation instructions I deter-
Continued on page 6
5
Cessna 150-152 Pilot - Mar / Apr 2012
$14.95 + Shipping & Handling
control cables, or cutting itself from vibrating on
sharp edges. Not difficult, but it took some thought
and planning.
Before buttoning anything up I had my mechanic
inspect the installation for correctness and safety so
it could be properly signed off and documented.
One thing I’d like to make clear is that if a 406
MHz unit had been affordable for me, I’d have certainly gone with that instead. I know the sat based
technology is better, but on the other hand, I also
believe the much newer AK-450 is far superior to
the old Narco-10 even if it had still been working
as it should. I’ll go out on a limb here and guess
that many ELT failures have been due to those
units having been old and way passed their prime…
unable to perform as intended.
Stop Guessing!
The Aerotech dipping
gauge, a best-selling
item in our Online
Store, takes the guess
work out of determining how much fuel
really IS in those
tanks!
For 150-152 Standard
Tanks only.
Note the telescopic
portable antenna
clipped within the
mounting bracket
When, in the future, this AK-450 needs to be replaced either from age or by FAA mandate...the
AK-451 406 MHz unit is made to fit the same
mount and plug right into everything, making the
changeover a snap! A welcome marketing strategy
from Ameri King.
6
Cessna 150-152 Pilot - Mar / Apr 2012
Buying Used Parts?
One of the most significant costs in the ownership of
an airplane can be replacing something that has worn
out or for some other reason become unairworthy, or
maybe it’s just an appearance issue. Regardless of why,
the big question is nearly always… “How much will it
cost?” It’s a fair question, and when buying new is too
painful, you may want to consider buying used or aftermarket. In fact, in some cases buying new isn’t an option for our aging little flying machines because some of
the OEM new parts have all been purchased and installed long ago.
If you don’t know what new parts cost these days here
are a few examples of factory new parts prices for the
current series Cessna 182: Wheelpant-$2,888; Windshield-$713; Nav antenna-$413; Rudder assembly$7,059; Battery-$644; Propeller-$13,481; Engine cowling-$5,651; Wing flap-$5,417; Aileron-$5,615; and God
forbid you’d need an engine because that’s listed at a
mind numbing $86,298. These prices are courtesy of
AOPA Insurance Agency, Inc.
We all realize that many parts for the venerable
Cessna 150-152 series may not be as expensive as for a
new Cessna 182, but by the same token the someone
who owns the 182 just might, on average, be living a
little higher on the hog than some of us who own 2-seat
primary trainers that are several decades old. Everything
is relative. Parts for certified aircraft, such as a simple
lighting rheostat that might have a common sense value
of say $14.95 can easily run many times that. We don’t
know how the aircraft manufacturers arrive at replacement
prices, we just know they don’t seem to care whether or
not they sell anything to the likes of us :)
When dealing with aircraft salvage dealers you should
first of all use someone who has a reputation for selling
clean serviceable parts and then making things right if
you, for good reason, are not satisfied with what they send
you. The best ways to do this may be to ask your mechanic for recommendations, get on the Cessna 150-152
Club forum (or other type-club forums) and inquire
among the members, and always have a conversation with
the salvage dealer about the “what ifs” before you agree to
buy anything. Verify by phone your purchase is to be a
genuine Cessna item, in airworthy condition, correct for
your application, and that it will come with the necessary
paperwork to make the Feds happy. If we’re talking about
non-OEM parts pretty much the same questions apply.
Does the item (such as avionics) come with any kind of
warranty and what is their return policy? Under what circumstances might they refuse to accept returns or charge
you a restocking fee?
Before purchasing from commercial sources you may
also want to ask around at local FBOs, aviation group
meetings, etc. if someone has what you’re looking for or
knows where it could be found. For Cessna 150-152 Club
members the first place to go would be the Club Forum
and put out the word you need help finding that elusive
widget at an affordable price…you might be surprised to
find a helpful member actually has one tucked away in the
corner of a hangar and is eager to find a new home for it!
This list is for reference only...not an endorse-
Air Salvage of Dallas (800) 336-6399 (Central Time)
Aircraft Repairs Unlimited, fixes and stocks control surface materials (888) 213-9438
Arkansas Airframe (501) 745-5300 (501) 745-5300 (Central Time)
Atlanta Air Exchange (770) 227-4042 (800) 237-8831 fax: (770) 237-4073 (Eastern Time)
Central Oregon Airframe (541) 997-3610
Cherokee Aircraft Salvage (540) 664-2084. Specializes in Piper Cherokees.
Conversion Aviation (512) 668-9477
Dawson Aircraft Parts and Salvage (http://www.aircraftpartsandsalvage.com/) 877-923-5300
Desert Aircraft Salvage (505) 748-2107 (Mountain Time)
Discount Aircraft Salvage (800) 826-4771 (Deek Park, Washington; Pacific Time)
Dodson International (785) 878-4000 (800) 255 0034 fax: (785) 878-4444 (Central Time)
Eastway Salvage (800) 882-9646
Faeth AC Salvage (916) 368-1832
Global Aircraft Industries (800) 561-6448 (780) 458-2801 fax: (780) 459-4163 (Mountain Time)
J. T. Evans (800) 421-1729 (407) 843-4547
McElroy Aircraft Salvage (217) 774-3968 (Central Time)
Preferred Airparts (800) 433-0814
Quality Aircraft Salvage (800) 752-6399
Ripeau Aircraft Salvage (706) 638-1084
Southern Aviation (888) 491-4461
Texas Air Salvage.com 903-528-5307
Wentworth Aircraft (612) 722-0065 (800) 493-6896 (Central Time)
7
Cessna 150-152 Pilot - Mar / Apr 2012
A Favored Vendor
Famous for Retractable Harnesses and Tailpull Handles
Contact Information
Owner:
Jim Mettler
Telephone: 360-832-6566
BAS Inc.
PO Box 190
Eatonville, WA 98328
Email: [email protected]
8
Cessna 150-152 Pilot - Mar / Apr 2012
Aviation Fun!
Answers on page 15
9
Cessna 150-152 Pilot - Mar / Apr 2012
get me wrong…I’m not complaining, I’m just saying
there is just so doggone much to see and we didn’t
have time to spend the whole day. There are several
large hangars housing aircraft that have been beautifully restored, there is the Dorothy Finley Space
Gallery, there is a genuine WWII barracks relocated
to the museum grounds from Davis-Monthan AFB
which is next door, and there are acres and acres of
incredibly interesting aircraft on display outdoors. I
believe all in all there are over 300 aircraft to examine. Everything from the world’s smallest manned
jet, the BD-5, to the largest bomber the USA ever
built, the B-36…and yes, there’s even a Cessna 150
to admire! After all, what air museum worth its salt
would not include a 150 in its inventory?
Pima Air & Space
By Dan Meler
Back in the early 90s I began visiting what was to become my favorite of all air museums. Pima Air &
Space Museum in Tucson, Arizona. I could be mistaken, but I don’t remember it having the word
“Space” in the name back then. I’m not sure why the
place captured my imagination as it has, but it could
have something to do with the fact that I was an Air
Force brat at an early age, and Pima is geared toward
military aircraft. All kinds of USAF hardware was
flying in and out of Kirtland Air Force Base in Albuquerque, New Mexico circa 1960 when I was a towheaded grade schooler. Staring at the sky in wonderment I listened to the glorious sounds of piston engines, jet engines, and the occasional sonic boom
coming from those amazing airplanes above!
I’d like to share with you some photos and a few
brief facts about a some of my favorite airplanes at
Pima and I believe my all time favorite is the B-58
Hustler bomber which was purpose built to deliver a
nuclear payload. This airplane was very sophisticated and very fast. In my mind there is no warplane
that looks meaner that a B-58 in full dress and, in a
sense, the best thing about it is that it was never
called upon to fulfill its intended mission. This particular aircraft served the USA with honor…as a
strong deterrent to major conflict. Note that the B-58
pictured is not the one at Pima– I neglected to photo
that one.
Recently Jo Ann and I visited the museum and, as always, thoroughly enjoyed ourselves. I’m happy to report that each time I’ve gone there the facility just
gets better and better. More hangars housing perfectly restored aircraft, more interesting displays, and
this time a much needed (and appreciated) upgrading
of the food accommodations to a comfortable, full
service cafeteria…and in our opinion the food was
not only delicious, but very reasonably priced. Pima
is not a place where, as you leave, you feel shortchanged because of what you spent.
Without a doubt, one of the strangest looking birds is
the Super Guppy. Based on the USAF C-97 the airplane was, among other missions, used to transport
Saturn rocket parts for NASA’s Apollo program.
The grounds and exhibit areas have become more
complex, to the point that we really had to think
about just how we wanted to spend our time. Don’t
10
Cessna 150-152 Pilot - Mar / Apr 2012
OK, you want bodacious? The B-36 Peacemaker is
the largest bomber and the last piston engine powered
bomber produced by the United States. A total of 383
of them were built, but even the addition of 4 jet engines could not bring the performance up to all-jet
standards of the B-46 and B-52.
Never let it be said aviation is without humor, as the
Grumman Widgeon below proudly displays its name:
“Petulant Porpoise”. First flown in June 1940 the
Widgeon entered production in 1941 with over 50
aircraft delivered to civil customers. The U.S.
Coast Guard purchased twenty-five J4F-1 Widgeons and the U.S. Navy bought 131 J4F-2s. The
Widgeons served primarily as coastal search and
rescue aircraft and as utility transports in the United
States.
Pima’s collection includes President John F. Ken-
Hangar 1 South, the Spirit of Freedom Hangar, houses
the more rare and important aircraft in the Museum’s
collection, including the Lockheed SR-71
“Blackbird”, which may be the world’s most recognizable airplane. These photo ships were crazy fast
even by today’s standards and flew in the rarified atmosphere of the 80,000 foot range. Jo Ann worked for
Lockheed for 16 years and had the privilege of talking
to some of the famous people that made the Blackbird
program possible. Los Angles to Washington D.C. in
67 minutes 54 seconds, as accomplished during a record setting transcontinental flight on March 6, 1990,
is pretty speedy in anyone’s book! Knowing they
were retiring the SR-71 this flight was a “farewell
journey” of sorts. Jo Ann was one of the hundreds of
employees who waved at the pilot as he wagged the
wings on a low level fly-by out of Burbank Airport to
begin the record run. She says there wasn’t a dry eye
in the house.
nedy's Air Force One, and presidential aircraft used
by president's Nixon and Johnson. The Museum has
five large hangars totaling more than 177,000 feet of
exhibit space. In addition, the 390th Bombardment
Group (Heavy) Memorial Museum is located on the
Museum grounds. Pima Air & Space maintains its
own aircraft restoration center, and also offers exclusive tours of the Aerospace Maintenance and Regeneration Group (AMARG), also known as the
"Boneyard," located across the street at DavisMonthan Air Force Base. This is something Jo Ann
and I would really like to do and hope to include in
our next visit.
Only a short drive from Pima is the Titan Missal Museum. This is a must-see for someone who would like
to see the inner workings of a manned ICBM site
from yesteryear. You really get a sense of the mood
of the times and the measures taken to help insure a
nation’s sovereignty.
Without a doubt, Pima should be a top priority if you
ever get to the Tucson area. It’s an amazing place to
spend a day!
11
Cessna 150-152 Pilot - Mar / Apr 2012
Aircraft For Sale: 1969-150J 5000TT 1250SMOH Nice condition. Always hangared. Annual good to 8/12. All A.D.s
complied with. All normal instruments, radio, horz, dg,
xpndr, etc. All logbooks. Located Refugio, Texas. Bob Dillard (361) 484-2393 $16500.00 (TX) Club Member
Classified Ads
Aircraft For Sale: 1966-150F 3131TT 891SMOH
Award winning airplane. 209stoh, 174spoh and
repitched for climb, dual Narco 810 com radios, Collins
audio panel, Narco at 150 transponder, K&N air filter,
vortex generators, Met Co Air wing tips, custom leather
seats, new throttle and vernier mixture cable, Alchor cht/
egt gauge fine wire plugs, oil filter adapter, rudder AD
complied with and lots more, must see to believe. Wallie
Randolph (828) 460-1511 [email protected]
$24,900.00 (North Carolina) Club Member
Aircraft For Sale: 1977-152 2408TT 682SMOH Sensenich
72cks6-0-56 "Sparrow Hawk Prop" 2.7 hrs total time since
new. Narco Mark 12-D (Cessna replacement), Apollo model
GX-55 GPS, King KR 22 marker beacon receiver, Narco AT
165 TSO'd (RT 359 replacement) & AR-850 Altitude reporter
(both new) PTT pilots side only. Avionics master toggle
switch (15 amp), Pointer ELT 3000, hobbs meter, Electronics
International EC-1. Texas Tail-dragger STC'd 03-1983, Flap
gap seals STC'd 1992. Bush 3200 heavy duty steering arm
assy. Rudder AD is placarded. M-20 air-oil separator model
300. Shoulder harness (Aircraft Spruce). Vernier throttle cable, new main gear tires, new muffler, new battery (Concord
RG-24-11) installed 05-2011. Annual due 04-2013, Xpdr. &
encoder due 01-2014. LET'S TALK! Call me, Leave message
(I will call you back!) James Finleon (951) 845-3070 [email protected] $19,000.00 (California) Club Member
Aircraft For Sale: 1967-150G 2463.7TT 765.7SMOH
13.7 STOH. 4 New ECI cylinders. 0-200. RT328T
Navcom, TKMX11 com, PSI Engineering PMID0016
Intercom. Garmin 295 GPS, Garmin320A transponder,
wheel pants, EZ Heat Pad. 4 Point Harnesses. New seat
rails. New mains. New nose tire. Full Flow oil filter. Interior 7, Exterior 7. Always hangared. Never a trainer.
No damage history. All logs. Well maintained. Good,
clean, reliable and FUN airplane. Debra (479) 527-6929
[email protected] $22,500.00 (Arkansas) http://
debradubois.com/Site/3316Juliet.html Club Member
Jan /Feb 2012 Accidents
Important: The Cessna 150-152 club publishes these
accident reports in the hope that readers will consider
the role that each pilot’s decisions played in the
outcome and learn from the experiences of others.
These reports are solely based on preliminary NTSB
reports which may contain errors. They have been
edited for clarity. They are not intended to judge or
reach any definitive conclusion about the ability or
capacity of any person, aircraft, or accessory.
Aircraft For Sale: 1975-A150M - Taildragger 2790TT
725SMOH 110 STOH with new Millenium Cylinders.
Texas Taildragger conversion, 7.00x6 6-ply tires, Michel
300MX Digital Nav/Com, RT359A XPNDR, Garmin 196
in AirGizmo dock, PS Engineering intercom. New last 4
years: new windshield, carpet, flap rollers & washers, all
bearings and bushing in tail and rudder, BAS Tail Pull Handle, TFL Oil Filter Kit, Oil Pan Heater, Belly Drain, Corrosion X treatment, brake pads, rudder stop AD kit, Annualed
January 2011. Former Pima Air Museum Display Aircraft.
Hangared. Lots of fun to fly but I don't need 2 airplanes.
Great mechanical condition, original paint. Mike Dann
(785) 841-0703 [email protected] $26,900.00 (Kansas)
Club Member
Jan / Feb Stats: 5 Airplanes, 7 Persons,
2 Uninjured, 0 Minor Injury, 4 Serious Injury,
1 Fatality
NTSB Identification: ERA12FA143
14 CFR Part 91: General Aviation
Accident occurred Wednesday, January 11, 2012
in Fitchburg, MA
Aircraft: CESSNA 150G, registration: N4041J
Injuries: 1 Serious,1 Uninjured.
Aircraft For Sale: 1967-150/150 4687TT 673SMOH 150
Horsepower Lycoming. Bush Conversion. 2 radios, MetCoAire Wingtips, Vortex generators. Interior/exterior pictures
Flickr account www.HighAboveTexas.com. Purchased in
2005 and installed new leather seats, new Airtex carpet, a new
Narco digital radio with flip-flop, a new Narco digital xpndr
with flip-flop. Also added were Kevlar steering rod boots. Always hangared. She burns about 8 gallons per hour. Has the
standard gas tanks. Next annual is due by March 1, 2013.
Bring your own A&P mechanic and do a pre-buy inspection. I
am located in Central Texas at Bruce Field, E30. Sterling
Brooks [email protected] $35,000.00 (Bruce Field
E30) http://www.HighAboveTexas.com
On January 11, 2012, a Cessna 150G, N4041J,
was substantially damaged during an impact with
terrain following a loss of engine power during initial climb near Fitchburg Municipal Airport (FIT),
Fitchburg, Massachusetts. The certificated flight
instructor received minor injuries and the student
pilot was seriously injured. .
12
Cessna 150-152 Pilot - Mar / Apr 2012
According to the flight instructor, he and the stu
dent met up that morning at Minute Man Air Field
(6B6), Stow, Massachusetts, for the instructional
flight in the accident airplane. During preflight, the
student pilot noticed that the power cord for the
engine preheat was in the oil service door but was
not plugged in. The outside air temperature at the
time was -01 degree Celsius and the engine was
cold. He then plugged in the preheater and continued preparing the airplane for the flight lesson.
There was frost on the windows, which the student
pilot cleaned off. The wings and horizontal stabilizer did not however have any frost on them, as
they had been covered.
About 30 minutes later, they got into the airplane
and attempted to start it, but it did not start and it
took them 4 or 5 attempts before the engine
started. During the runup both the magneto check
and carburetor heat check were normal as both
checks resulted in an rpm drop that was within limits.
They then departed for FIT.
After arriving at FIT the student pilot did a touch
and go landing and then entered the traffic pattern
to perform another one. During climb after the second touch and go landing, the engine began to run
rough. The flight instructor then took control of the
airplane, lowered the nose, and applied carburetor
heat by pulling out the carburetor heat knob. The
engine "immediately ran rougher" and the flight instructor pushed in the carburetor heat knob. The
engine then ran "less rough" but still ran rough.
The flight instructor then looked over the nose and
observed that he had a minimal amount of runway
left and that a tractor was also off the end of the
runway. He decided that there was not enough
runway to land. He was not sure how much power
the engine was producing or if he could maintain
level flight. He thought about turning back but decided against it. He felt that he was "low and slow'
and decided to continue straight ahead. He tried to
keep the airplane flying and was successful for
about 15 to 20 seconds but then the airplane settled and struck trees.
Post accident examination of the airplane revealed
that a fuel stain existed on the belly of the airplane
and that dirt and oil on the inside of the cowling
appeared to have been washed off directly under
the carburetor's mounting location. Further examination also revealed that the fuel line from the fuel
strainer to the carburetor was disconnected at the
carburetor and that the threads inside the fuel line
fitting that connected to the carburetor exhibited
evidence of corrosion and fretting.
NTSB Identification: CEN12LA133
14 CFR Part 91: General Aviation
Accident occurred Thursday, January 12, 2012 in
Denmark, WI
Aircraft: CESSNA 150J, registration: N60676
Injuries: 1 Serious.
On January 12, 2012, a Cessna 150J, N60676,
collided with trees near Denmark, WI. The airline
transport pilot, the sole occupant, was seriously injured. The airplane sustained substantial damage
to the wings and fuselage
A pilot rated witness reported that he observed the
airplane about 2230, two miles south of crash site.
He added that the airplane maneuvered approximately 500 feet above ground level. The airplane's
landing light was observed on and off during the
turns. The witness reported that the airplane's engine sounded normal and changes to the engine's
rpm were also heard.
At 2253, an automated weather reporting station
located at nearby, reported wind from 010 degrees
at 7 knots, visibility 6 miles with mist, scattered
clouds at 10,000 feet, temperature 34 degrees
Fahrenheit .
NTSB Identification: CEN12LA135
14 CFR Part 91: General Aviation
Accident occurred Friday, January 13, 2012 in El
Dorado, KS
Aircraft: CESSNA 150M, registration: N714BS
Injuries: 1 Uninjured.
On January 13, 2012, a Cessna 150M, N714BS,
experienced a loss of engine power during cruise
flight near El Dorado, KS. The private rated pilot,
sole occupant, was not injured and the airplane
sustained substantial damaged during the forced
landing. Night visual meteorological conditions prevailed.
In a telephone interview with the aircraft owner, he
stated that he had rented the airplane to a pilot
who was gaining flight experience before a cross
country flight. The owner added that he recommended the pilot gain experience at higher alti
13
Cessna 150-152 Pilot - Mar / Apr 2012
tudes due to the higher terrain expected on the
cross country flight.
No preexisting mechanical anomalies were noted
with the airplane. All flight control surfaces were
located at the accident scene. The right wing was
separated from the fuselage about midway along
the wreckage path. Right wing control continuity
was confirmed from the aileron, to where the aileron control cables exhibited separation signatures consistent with overload. Flight control continuity within the main wreckage was confirmed
from the cockpit to the overloaded right aileron
control cables, as well as all remaining flight control surfaces.
The responding FAA inspector reported that the
pilot stated he was about 12,000 feet MSL and
wanted to see how far the airplane would glide, so
he pulled the mixture and throttle back. At about
8,000 feet, the pilot then added the mixture and
throttle; however, the engine would not respond.
The pilot then elected to conduct a forced landing
in a field. During the landing the airplane nosed
over and came to rest in the inverted position.
The propeller, which was found separated from the
engine crankshaft flange, exhibited s-bending on
one blade, while the other blade was bent 90 degrees aft, about midspan, and was further wrinkled
near the tip. Numerous tree branches along the
wreckage path exhibited approximately 45-degree
cuts.
NTSB Identification: ERA12FA151
14 CFR Part 91: General Aviation
Accident occurred Sunday, January 22, 2012 in
Quincy, FL
Aircraft: CESSNA 150G, registration: N73JK
Injuries: 1 Fatal.
On January 22, 2012, a Cessna 150G, N73JK,
was substantially damaged when it impacted trees
and terrain shortly after taking off from Quincy Municipal Airport (2J9), Quincy, Florida. The certificated private pilot was fatally injured. Night instrument meteorological conditions prevailed, and no
flight plan had been filed for the flight to Craig
Field (CRG), Jacksonville, Florida.
According to a witness who was also a pilot, he
heard the accident airplane land after sunset,
about 1830, and it subsequently taxied to the fuel
pump for refueling. The witness, who was mostly
working in his hangar while the airplane was on
the ground, did not speak with the accident pilot.
However, shortly before the airplane departed, the
witness noted that fog was beginning to roll onto
the airport, and noted that his in-hangar weather
station indicated a temperature of 19 degrees C
and a dew point of 18 degrees C. The witness
later heard the airplane start up and taxi for a takeoff from runway 14. During the taxi and takeoff, the
witness heard the engine operate "normally." It
was only later, after the witness heard sirens, that
he realized that the airplane had crashed.
The engine was impact-damaged, with the carburetor and air box separated, and could not be rotated. Blue-colored fuel, that was clear and absent
of debris, was found in the fuel lines. The gascolater was clean with a small amount of debris on the
fuel screen. Both magnetos were sparked on all
terminals, spark plug electrodes exhibited light
gray deposits, and suction was produced from the
wet vacuum pump when its drive shaft was rotated.
Weather observations were not recorded at the
airport. However, weather was recorded about 20
minutes before the accident at an airport approximately 16 nautical miles to the southeast, and
about 140 feet lower in elevation. The observation
at that time included a scattered cloud layer at 100
feet above the ground (agl) and an overcast cloud
layer at 400 feet agl.
NTSB Identification: ERA12LA186
14 CFR Part 91: General Aviation
Accident occurred Friday, February 17, 2012 in
Jasper, GA
Aircraft: CESSNA 150J, registration: N60276
Injuries: 2 Serious.
The airplane came to rest upside down, about 0.8
statute miles northeast of the airport. The airplane
was located at the edge of a clearing, at the end of
an approximately 250-foot, 20-degree descending
wreckage path through trees, that headed about
310 degrees magnetic. Initial tree cuts were consistent with an approximately 45-degree, rightwing-down attitude.
On February 17, 2012, at 1207 eastern standard
time, N60276, a Cessna 150J, was substantially
damaged during landing at the Pickens County
Airport (JZP), Jasper, Georgia. The certified flight
14
Cessna 150-152 Pilot - Mar / Apr 2012
* Great Stuff In Our Store *
instructor and certificated private pilot were seriously injured. Visual meteorological conditions prevailed and no flight plan was filed for the local
flight.
Description
Quan
Price ea
Primer O-Ring Kit
According to both pilots, the purpose of the flight
was to conduct a biennial flight review (BFR) for
the private pilot who had just purchased the airplane. They conducted an extensive preflight inspection, filled the fuel tanks with fuel, and performed a run-up inspection prior to departure from
runway 16. The pilots intended to perform several
touch-and-go landings in the traffic pattern before
transitioning to the practice area to perform maneuvers. The flight instructor performed the takeoff
and transferred control of the airplane to the private pilot after the airplane was on the downwind
leg of the traffic pattern, at an altitude of 1,000
feet. When the airplane was on final approach, the
private pilot noted he was a "little low" and added
a small amount of power. The engine subsequently sputtered and the private pilot transferred
control of the airplane back to the flight instructor.
The flight instructor added full throttle and the engine lost power completely. The pilots prepared for
a forced landing and were able to clear power
lines and land the airplane in a 400-foot-long field.
Subtotal
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Cig-Pen Pen& Flashlight Holder
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Pilot Light Pro (Circle Desired Color)
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Map Light Pro
$80.95*
Book: Owning Buying or Flying the
Cessna 150/152 By Mike Arman
$31.90*
MT101 STC Belly Drain
For 1966-1985 C150-152’s
$53.45*
MT101-1 STC Belly Drain
For 1959 - 1965 C150’s
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Aerotech Fuel Dip Gauge 150-152
Standard 13 gal tanks. Shipping incl.
$20.90
Fuel Dipstik for C150 with 19 gal tanks
$32.00*
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$32.00*
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During the landing roll, the airplane struck a truck
with its left wing and continued down an embankment before coming to rest.
Order Total:
* prices include shipping in the USA. For all other countries email
[email protected] or see club online store for rates.
See color photos of these and additional C150-152 items at
www.cessna150-152.com then click on the Store.
A cursory examination of the airplane by a Federal
Aviation Administration (FAA) inspector revealed
fuel in both wing fuel tanks. One propeller blade
was bent aft and the other blade was straight.
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for individual assistance email [email protected]
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In the photo below, the pilot hooked a fence
and walked away with minor bruising.
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P.O. Box 5298
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15
The Cessna 150-152 Club
PO Box 5298
Central Point, OR 97502
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