cessna 150-152 pilot of the cessna pilot · 2011-06-10 · ing propeller and jet charters, crop...

ISSN 0747- 4712

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Official Newsletter of the Cessna 150-152 Club. (541) 772-8601

Cessna 150-152 Pilot

2 Finding A Mechanic Who is right for YOU 4 A CFI’s Thoughts On Biennial Flight Reviews 6 Why Not Save A Buck? Money saved = Money earned 8 It’s Time For Clinton! Register Now and Enjoy 10 Re-registration Don’t Overlook It 16 Hand Prop It?

May / June 2011 Volume 31 Number 3

ISSN 0747- 4712

www.cessna150152.com

Official Newsletter Of the Cessna 150-152 Club. (541) 772-8601

Cessna 150-152 Pilot May / June 2011 Volume 31Number 3 Electronic Edition

Fly-In Fun page 4

One of the most important decisions you, as an aircraft owner will make, is choosing who will do the monkey wrenching on your airplane. This isn’t all that much different than finding a good auto mechanic, other than you’ll likely have fewer potential choices. If you’re flying a Cessna 150-152 there’s a good chance your budget is smaller than your hangar neighbor’s across the taxiway who just took de-livery of his brand new Cessna Turbo 206, or his buddy with the new Cirrus…or maybe not. Ei-ther way, if you’d like to save some money and at the same time be a little better informed re-garding shop time you have to pay for, I’ll give you a few pointers I’ve learned from personal experience and from observing others. Many owners are under the mistaken impression that you must drop your airplane off at a local FBO, describe what you want done or what the symptoms are if there’s a problem, then go home and wait for the phone to ring. Most deci-sions will likely be made by the FBO personnel and may or may not be in your best interests from a financial standpoint. In many cases FBOs have a mindset that has developed from years of running expensive jobs through their shops working on high-end aircraft and billing the financially comfortable owners or businesses who can afford such flying machines. Bizjets, King Airs, Cessna 200 series, go-fast high dollar aircraft of all kinds. And then there’s us with our little puddle jumpers, on a budget. You know how on a priority list someone is at the top and someone has to be at the bottom? Look a few inches below the guy on the bottom…and that’s where we often are. Now, to be fair, I’ll say that not all FBOs operate this way and once in a while you’ll run across one that will treat

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Cessna 150-152 Pilot - May / June 2011

Finding A Mechanic The Best One For You

you no differently than they would the Bizjet owner…and give you a fair price for their ser-vices as well. Unfortunately, as with so many other service businesses, this is a rare exception. If you do want to use an FBO, determine how they run their business before you give them Carte Blanche to fix something. Ask around, you’ll get a sense of their business practices. Priority One in choosing a mechanic is, of course, finding an honest one. This isn’t all that hard to do because, in my experience, I’d say the majority of aircraft mechanics are good honest hardworking people, just as you’d expect. Priority Two is making sure the mechanic has extensive experience with what YOU fly, the Cessna 150-152. Someone who has worked for the airlines, the military, or NASA for the past 20 years may have one heck of a resume but that doesn’t mean they know much about your air-plane. If you run across a guy like that, get his card just in case you someday move up to flying your own F-16 or possibly a surplus Space Shut-tle…but keep looking. Priority Three is knowing the mechanic will al-ways present you with the possible options of re-pair / replacement / new / used etc, explaining the advantages and disadvantages of each, then let you decide which suits you best. Additionally, it should go without saying... Priority Four would hopefully be to find a me-chanic who meets the other criteria AND charges an hourly rate on the lower end of whatever the local scale is. Priority Five, but certainly not the least impor-tant, is finding a mechanic who looks favorably upon (competent) owner-performed maintenance rather than discouraging it. This is a guy with YOUR best interests at heart. Doesn’t mean you must help with the maintenance, but it tells you he most likely sees you as something more than just another revenue source. How the heck do you find one of these people? Well even though they’re not too uncommon, I can’t guaranty one actually exists in your area, but to come as close as possible to finding the ideal candidate here’s what you do:

1. Every time you get the chance to talk with

someone flying a 100 series Cessna, T-Craft, Aeronca, Luscombe, Cherokee, rag wing Piper, Citabria, Aercoup, etc, try in-troducing yourself and engaging them in friendly conversation. This will not only give you the opportunity to expand your circle of aviation friends but allows you to find out who they use (or don’t use) for maintenance, and why. An isolated story about a bad experience with a mechanic or shop should be taken with a shaker of salt…but after talking with a number of pilots if the same name keeps coming up you will be wise to cross it off your list. Conversely, if a name keeps surfacing with favorable reviews you’ll definitely want to check it out for yourself.

2. Personally, I’ve never been much of a joiner of organizations, but there are some great ones out there. An often rich source of mechanic information are local aviation clubs, such as EAA, State Pilot Or-ganizations, the 99’s, and others that you can find. You should be able to locate these through talking with local pilots, visiting FBOs, and checking with national organiza-tions’ headquarters for chapters in your area. I’ve never seen any groups like these that don’t welcome visitors to their meetings with open arms. Again, aside from gathering the information you’re looking for, you just might find a group you feel good about and want to become a member of … expanding your circle of aviation friends even further!

When you think about it, searching for a me-chanic is a win-win endeavor. It gives you the opportunity to make new friends easily, because as you approach other pilots you already know you have something in common – FLYING. How cool is that!

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] Email: General Inquiries, Membership, Requests for Technical Materials,, etc: [email protected]

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We have already begun to fly; several persons, here and there, have found the secret to fitting wings to themselves, of setting them in motion, so that they are held up in the air and are carried across streams...the art of flying is only just being born; it will be perfected, and some day we will go as far as the moon. - Bernarde Le Bovier de Fontenelle (1657-

As pilots, we seem to have more than our share of requirements to meet, and rules and regulations to abide by. Some of these things are unnecessary at best, and more than mildly intrusive at worst, but I believe most of us would agree that a biennial flight review, aka BFR, is maybe not such a bad thing. Taking a ride with a certified flight instruc-tor can really be time well spent and should be taken advantage of to the fullest. I spent some time with a local, very well respected, CFI recently and took the opportunity to ask him about his background, his views on aviation, and more to the point of this article…what he’s looking for when he gives a BFR. Mike Newlin is a CFI, ATP who has been a part of grass roots aviation most of his life. As a personal airplane Mike owned and flew a Luscombe 8-A for 28 years, but has flown countless types commer-cially under nearly every condition imaginable fly-ing propeller and jet charters, crop dusting, air am-bulance, and for the past 12 years hauling packages for FedEx. This is a man who has never lost his in-tense, life long passion for aviation. The FAA seems to hold the Regs above all else, whereas most of the pilots I know hold Safety above all else. Obviously, it’s important from a le-gal standpoint to follow the regs as closely as pos-sible except where safety dictates otherwise…and the majority of pilots I’ve known would agree with this. The following is an edited transcript of my conversation with this very knowledgeable CFI. Dan: “Mike, when you give a BFR what do you look for in a pilot, and are you trying to accom-plish something?” Mike: “I first like to talk to a pilot, for a few min-utes at least, and try to get a sense of his level of experience, what kind of flying he does on aver-age, whether he really likes flying or not (some pi-lots get little enjoyment from it), and what he wants from our time together, if anything, aside from the logbook entry. Lots of pilots are a little nervous going into a BFR and somehow identify a

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CFI on BFRs CFI Thoughts on Biennial Flight Reviews

CFI with the FAA. If I get this feeling from some-one I make it a point to reassure him that a BFR is not a pass/fail examination. It’s a chance to turn a mandatory requirement into an hour’s refresher course highlighting whatever areas the pilot feels will be the most helpful to him personally.” Dan: “Do you have a routine that you generally follow with all pilots…a certain sequence of things you have them do?” Mike: “I can’t say that I do every BFR the same because each pilot has different needs, strengths and weaknesses, which are usually pretty easy to spot within a few minutes of flight. From the time we get into the airplane and buckle in, I carefully observe how the pilot handles himself. Number one on my list is safety and I want to know if the pilot shares this priority with me. Watching someone’s actions can be interesting…not the fact that his hands stumble a little over knobs and switches, or that he seems a little tentative with his radio work, usually due to the pressure he’s feeling riding with an instructor…but rather determining by his ac-tions what is really important to the pilot. If safety is uppermost in his mind his eyes will be outside the cockpit 90% of the time from engine startup until shutdown. I can tell a lot about a pilot’s flying habits by what he does with his eyes. Raising a wing to look for traffic before making a turn, con-stantly scanning his field of view for traffic…even in a controlled pattern where there should be no un-known traffic, these kinds of actions are either part of a pilot’s routine…or they aren’t. Does the pilot watch the gauges for oil pressure, etc. at start up and does he check them regularly throughout the flight? All of these things speak to safety. As for having someone jump through hoops, well yeah, I have a few standard things I want to know for sure that a pilot can do competently. The FAA Practical Standards Guide says a pilot should be able to meet prescribed standards regarding hold-ing altitude, airspeed, heading, etc., and within five or ten minutes I can see how well he does in these areas, but even more important I want to know what his instincts and reactions are in an emer-gency. I’ve heard of instructors killing the engine to see what the pilot will do, and I strongly dis-agree with that sort of thing. You can learn what you need to know by simply telling the pilot to pull the power and proceed from there as with an en-gine failure. This will tell me what actions he’ll

take and how he prioritizes them. An example of good management would be to pull the carb heat, establish best glide speed, and turn towards the most promising place to land….all at the same time in one smooth motion. A bad example would be to begin first checking the mags and fuel gauges while losing altitude and flying away from what may be that one and only decent landing area…in other words, wasting irreplaceable time and altitude. Wrapping up the flight I might have the pilot do several landings…soft, short, etc., or not. My in-terest is mostly in his general ability to control the airplane, and his concept of flying safely both in and away from the pattern. Back on the ground I like to sit down and go over Part 91 of the FARS … not everything … mostly safety related items and any hot buttons the FAA may be emphasizing at the time, or especially any newly promoted pro-cedures such as repeating all clearances back to the tower, etc. Most of all I need to feel confident that the pilot is both capable and willing to fly his airplane safely before I sign him off.” Dan: “Mike, once in awhile it seems like, in the interest of safety, a pilot may be forced to disre-gard an FAA reg. Do you have an opinion about this? Mike: “You’re right Dan, on rare occasion a situa-tion can arise where you have to choose between the regs and safety, even survival. Fortunately this happens so seldom that the numbers are insignifi-cant but...even the regs imply that in any given situation a pilot must make decisions in the best interests of safety based upon the information available at the time. Most of the time if you exer-cise good judgment and your explanation for devi-ating from a reg proves to be the best decision...the FAA will not make an issue of it. Keep in mind that if you made some poor choices that ac-tually created the situation, well, that’s not so good. Dan: “Thanks a lot for your time Mike, do you have any additional advice for the readers?” Mike: “I sure do…fly safely, fly often, have fun, and remember, as instructors we’re not out to getya on a BFR, we want to help you keep on fly-ing!”

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One of the routine, and very easy, owner mainte-nance items we perform on our airplanes is remov-ing, cleaning, gapping, and re-installing the spark plugs. The engine just seems to start and run a little more crisply afterward doesn't it? Ever wonder why each spark plug has that copper gasket? Well, I'll explain it, and tell you why they're usually replaced with new ones each time the spark plugs are ser-viced.

The gasket does three things; it protects the ma-chined face of the cylinder head, it provides a cohe-sive surface to keep the spark plug from backing out, and it helps form a perfect seal to prevent leak-age due to all the violence going on inside the com-bustion chamber. If leakage occurs around the spark plug threads it can damage the cylinder head over time and, of course, affect compression ad-versely. Copper is the perfect metal for the job be-cause it is soft enough, tough enough, and cheap enough to be effective and affordable...but do you need to spend that extra five bucks every time you service the plugs? Heck no! Take the money and deposit it in your avgas or engine rebuild fund...or go have a wild fling and buy some lottery tickets. Hey...if you can save five dollars at say 35-50 hour intervals as you approach the time for new plugs...it adds up, and even if saving a few dollars is of little interest to you, avoiding the hassle of sending off to Aircraft Spruce or some other supplier and waiting for the gaskets to arrive may be worth the effort. When tightening down a spark plug the gasket is


A Penny Saved A Small Thing Yes - But Why Not?

actually compressed slightly and then the heating/cooling cycles of the cylinder helps the metal to take a "set". The gasket becomes harder and will not compress again when reused, UNLESS you re-store the gasket's original metallurgical qualities. This is what annealing does, and it allows the gas-ket to be reused repeatedly. Below is the Wikipe-dia definition of annealing, but basically it restores the qualities that make the gasket do what it's sup-posed to do. “Annealing, in metallurgy and materials sci-ence, is a heat treatment wherein a material is altered, causing changes in its properties such as strength and hardness. It is a process that produces conditions by heating to above the recrystallization temperature and maintaining a suitable temperature, and then cooling. An-nealing is used to induce ductility, soften ma-terial, relieve internal stresses, refine the structure by making it homogeneous, and im-prove cold working properties. In the cases of copper, steel, silver, and brass, this process is performed by substantially heating the mate-rial (generally until glowing) for awhile and al-lowing it to cool. Unlike ferrous metals-which must be cooled slowly to anneal-copper, sil-ver, and brass can be cooled slowly in air or quickly by quenching in water. In this fashion the metal is softened and prepared for further work such as shaping, stamping, or forming.”

All you need to revitalize your copper spark plug gaskets and save yourself some coffee money are a propane torch, a short length of wire, and a small wide mouth container of water. You can easily do

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oxidized material away from the newly revitalized gaskets. If you want, you can finish cleaning up

the gaskets on a wire wheel, or go over them with a wire brush. You’re finished. Put everything back together and you can now swagger down to Star-bucks, fat with all the cash you just saved. Ben Franklin would be proud of you!


four gaskets at a time, so twice through the proce-dure and you’ve finished all eight. The whole thing takes only a few minutes.

Placing the gaskets on a small loop of wire, you’ll hold the wire with one hand and the torch with the other. With the propane torch turned up on high place the flame directly on the gaskets, engulfing them in the blue (hottest) part of the flame. Mov-ing the torch around as possible, you want to heat all of the gaskets uniformly to a cherry red. Don’t worry about damaging the gaskets…you won’t get them too hot. When you’re satisfied you’ve heated the gaskets all the way through to a cherry red color then sim-

ply immerse them into water to quench them. After they’re in the water a couple of seconds they should be cool enough to handle comfortably. You’ll notice the gaskets have now mostly become much brighter in color and the water has lots of dark debris. This is due to the oxidization process that took place as you heated the gaskets in an oxygen atmosphere. The sudden cooling pops the

There was something strange about the tall, gaunt figure. The face was remarkable, the head suggested that of a bird, and the features, dominated by a long, prominent nose that heightened the birdlike effect, were long and bony...From behind the graying blue depths of his eyes there seemed to shine something of the light of the sun. From the first moments of my conversation with him I judged Wilbur Wright to be a fanatic of flight, and I had no longer any doubt that he had accomplished all he claimed to have done. He seemed born to fly. - The Daily Mail newspaper, August 17, 1908

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Cessna 150-152 Pilot May / June 2011

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Cessna 150-152 Pilot May / June 2011

Re-Registration and Renewal of Aircraft Registration This Final Rule was published in the Federal Regis-ter on July 20, 2010, Page 41968. All changes estab-lished by this rule are effective October 1, 2010. This rule establishes specific registration expiration dates over a three-year period for all aircraft regis-tered before October 1, 2010, and requires re-registration of those aircraft according to a specific schedule. All aircraft registrations issued on or after October 1, 2010, will be good for three years with the expiration date clearly shown.

Why Re-registration & Re-newal? About one-third of today's 357,000 registered air-craft have inaccurate records. At least 100,000 of these are not expected to re-register. Prompt report-ing of a change in aircraft ownership, mailing ad-dress, or destruction has long been required by regis-tration regulations. Without these reports from the owners the aircraft records could not be updated. The Registry has revoked registrations due to unre-ported changes; however, this process is slow and expensive. In many cases registration would be re-voked, but owners whose notices were undeliverable would be unaware and continue to operate their now unregistered aircraft. Re-registration of eligible aircraft takes place be-tween October 1, 2010, and December 31, 2013, up-dating the U.S. Civil Aircraft Register with current data derived from recent contact with aircraft own-ers. Renewal of registration every third year, with other new tools, enables the Aircraft Registration Branch (Registry) to keep aircraft registration infor-mation current. "These improvements will give us better knowledge about the state of the aviation industry, especially general aviation," said FAA Administrator Randy Babbitt. "We also are responding to calls from law enforcement and other government agencies for more accurate, up-to-date registration data."

IMPORTANT We Gotta Do It !

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Re-registration, renewal and expiration will clear in-active aircraft from the database. The availability of on-line processing to many owners, and periodic FAA reminders to renew the certificate, should maintain the gains in accuracy and currency. This is essential to safety, regulatory enforcement, and all levels of law enforcement.

How does Re-registration and Renewal Work?

Approximately six months before an air-craft's registration expires, the Registry will mail a notice with instructions to the owner using the mailing address of record. The notice will identify the expiration date, and the three month window during which application must be made to ensure receipt of the new certificate before the old certifi-cate expires.

The third, fourth & fifth months before ex-piration make up the timely filing window. A code provided in the notice allows on-line re-registration and payment of the $5 fee when there are no changes in owner-ship, address, or citizenship to report. If there are changes to report, the form can be completed on-line, printed, signed, and mailed with the $5 fee.

Two months before expiration, the timely filing window and opportunity for on-line re-registration closes. Remaining applica-tions and fees must be mailed to the Regis-try.

Two months before expiration, a second notice will be sent to owners of registered aircraft for which the Registry has not yet received an application for re-registration.

Upon expiration of registration the owner of an unregistered aircraft will be sent no-tice of the scheduled cancellation of the N-number and their option to reserve the N-number. Once canceled, the N-number will not be available for assignment or reserva-tion for the next five years.

Notices will not be sent to addresses from which mail has been returned as undeliver-able.

Renewal follows the same process.

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Here’s the Schedule for the Re-registration of your aircraft. Don’t overlook doing this...can you imagine the paperwork nightmare if the FAA were to declare your prized flying machine “Aeroplanus non grata” ?

NTSB Identification: CEN11CA241 14 CFR Part 91: General Aviation

Accident occurred Saturday, March 19, 2011 in Garland,TX Aircraft: CESSNA 150M, registration: N714FS

Injuries: 1 Minor. The pilot reported he had 24 gallons of fuel on board when he departed. The airplane lost engine power in flight while en route to its destination, an approximate distance of 58 miles. The pilot performed a forced landing on a terraced field. The pilot reported that there was sunlight, which blocked his detection of the terrace. The airplane's nose landing gear impacted the terrace, which resulted in substantial damage to the firewall. The pilot's accident report indicated that there were no mechanical malfunctions with the airplane in reference to the accident flight. An on-scene examina-tion of the wreckage revealed that there was no usable fuel remaining in the fuel tanks.

NTSB Identification: CEN11FA240

14 CFR Part 91: General Aviation Accident occurred Sunday, March 20, 2011 in Baraboo, WI

Aircraft: CESSNA 150D, registration: N4178U Injuries: 2 Fatal. This is preliminary report.

On March 20, 2011, a Cessna 150D, N4178U, im-

pacted trees and terrain near Baraboo, Wisconsin. The student pilot and passenger were fatally injured. The

entire airplane received substantial damage due to tree and ground impact. . Instrument meteorological condi-tions prevailed and no flight plan was filed. The flight originated from the Lake in the Hills Airport (3CK),

Lake in the Hills, Illinois, at an unconfirmed time and was en route to the Reedsburg Municipal Airport

(C35), Reedsburg, Wisconsin.

The weather conditions at the Baraboo Wisconsin

March / April 2011 Accidents

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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. March/April 2011 Statistics: 8 Airplanes, 11 Persons, 6 Uninjured, 2 Minor Injuries, 1 Serious Injury, 2 Fatalities

Dells Airport (KDLL), about 10 nautical miles north-east of the accident site included overcast ceiling at 700

feet above ground level, visibility of 2-1/2 miles, and drizzle. The accident site elevation was about 450 feet higher than the elevation at DLL. First responders to

the accident area reported that search efforts were ham-pered by dense fog.

NTSB Identification: ERA11LA203

14 CFR Part 91: General Aviation Occurred Sunday, March 20, 2011 in Maury City, TN Aircraft: CESSNA 150H, registration: N6555S Injuries: 2 Uninjured. This is preliminary report.

On March 20, 2011, , a Cessna 150H, N6555S, was substantially damaged during an off-airport landing

near Maury City, Tennessee. The certificated commer-cial pilot and passenger were not injured. Visual mete-orological conditions prevailed, and no flight plan was

filed for the local flight, which originated at Arnold Field (M31), Halls, Tennessee.

According to the pilot, he and his passenger departed M31 about 1300 for a flight in the local area. While fly-ing at an altitude of about 500 feet agl, the pilot heard a "pop" from the rear of the airplane. Not knowing the exact origin of the sound, or if continued flight was safe, the pilot chose an area ahead to perform a precau-tionary landing. The pilot reduced engine power and attempted to "slip" the airplane using opposite aileron and rudder control inputs in order to descend. The pilot noted that the left rudder pedal would not move, and that he could not slip the airplane to the left. The air-plane approached the field higher and faster than the pilot intended, then departed the opposite end of the field and crossed a highway before coming to rest in the front yard of a residence. During the landing roll, the nose landing gear collapsed, resulting in substantial damage to the engine firewall. A Federal Aviation Administration inspector examined the airplane at the scene. According to the inspector, the nose landing gear had collapsed forward. The right side nose landing gear steering linkage was pulled taut, and movement of the left rudder pedal was restricted. After disconnecting the right side steering linkage, the rudder operated normally in both directions, and no other flight control surface anomalies were noted.

NTSB Identification: ERA11CA217 14 CFR Part 91: General Aviation

Occurred March 26, 2011 in Hannawana Falls, NY Aircraft: CESSNA 150F, registration: N8830G

Injuries: 1 Uninjured.

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The pilot of the Cessna 150F stated that he could not remember the exact date he last fueled his airplane, but recalled that it was completely fueled. He then flew about 2 hours during two uneventful flights. The air-plane was not refueled and the pilot departed on the planned 1 hour 19 minute accident flight. The flight took longer than expected due to a headwind and the pilot also deviated over some clouds. During a cruise descent to the destination airport, the engine experi-enced a total loss of power and the pilot performed a forced landing to a road, about 4 miles south of the destination airport. During the landing, the left wing struck trees, resulting in substantial damage. The pilot added that the accident was "100 percent fuel exhaus-tion."

NTSB Identification: ERA11CA227 14 CFR Part 91: General Aviation

Occurred Saturday, April 02, 2011 in Factoryville, PA Aircraft: CESSNA 150A, registration: N7225X


According to the pilot, he approached runway 4 once and performed a go-around due to the wind conditions. The second approach to the runway was higher than usual; therefore, the pilot increased the rate of descent in order to land in the crosswind and gusting condi-tions. The airplane impacted the runway and bounced, then veered off the side of the runway, and came to rest in the reverse direction of travel. The accident se-quence resulted in substantial damage to the right wing and fuselage. The pilot reported there were no me-chanical anomalies with the airplane. The winds re-ported at an airport 15 miles south of the accident loca-tion, about the time of the accident, were from 330 de-grees at 10 knots, gusting to 16 knots.

NTSB Identification: CEN11CA278 14 CFR Part 91: General Aviation

Accident occurred Saturday, April 09, 2011 in Stow, OH Aircraft: CESSNA 152, registration: N95469


The solo student pilot reported that the airspeed was too fast during the landing flare and touchdown. The airplane bounced on the runway. She did not take cor-rective action and the airplane continued to bounce. She reported that she let go of the yoke and “hit” the brakes. The airplane nosed down and the propeller hit the runway. The post accident inspection of the air-plane revealed that the firewall was bent. The student pilot reported that there was no mechanical malfunc-tion or failure of the airplane.

NTSB Identification: WPR11LA195 14 CFR Part 91: General Aviation

Accident occurred Tuesday, April 12, 2011 in Corona, CA Aircraft: CESSNA 150L, registration: N11630

Injuries: 1 Serious,1 Minor. This is preliminary report. On April 12, 2011, Cessna 150L, N11630, sustained substantial damage following loss of aircraft control and impact with a hangar door at Corona Municipal Airport (AJO), Corona, California. The private pilot

received minor injuries and his passenger received seri-ous injuries. Visual meteorological conditions pre-

vailed for the personal local flight. The pilot stated that he was practicing a touch-and-go landing and was high, and close to a stall, so he applied power. The airplane turned left about 45 degrees, bounced once in the adjacent grass, and crossed a taxi-way. The airplane subsequently impacted a hangar damaging the fuselage and wings.

NTSB Identification: WPR11LA210 14 CFR Part 91: General Aviation

Occurred Sunday, April 24, 2011 in College Place, WA Aircraft: CESSNA 150H, registration: N23295 Injuries: 1 Uninjured. This is a preliminary report.

On April 24, 2011a Cessna 150H, N23295, experi-

enced a loss of engine power on final approach for the Martin Field Airport (S95), College Place, Washing-

ton. The airplane landed short of the runway on an ad-jacent road and collided with obstacles. . The pilot, the

sole occupant, was not injured. The airplane's right wing struck a sign causing buckling and rear spar dam-

age. Visual meteorological conditions prevailed. According to the pilot, he was doing touch-and-go takeoffs and landings. On the accident flight as he turned the airplane onto the base leg of the approach, the rpm's dropped. He pushed in the carburetor heat and checked the fuel selector. The pilot then attempted to restart the engine. The pilot turned the airplane to-ward the runway and tried to restart the engine again. He knew he was not going to make the runway, and an adjacent road seemed the best place to land instead of the soft, recently plowed field that was also nearby. He landed the airplane and on the rollout, the right wing struck the top of "watch for low-flying aircraft" sign. The pilot stated that after the airplane came to a stop, he attempted to restart the engine. On the second at-tempt, he first primed the engine, and was then able to start it. He then taxied the airplane back to his tie down spot at the airport.

Aircraft For Sale: Cessna 152 Deluxe II 650TT One owner, Always hangared, Sparrowhawk Con-version...incl new Hartzel prop, King radios w/ GS, King xpndr, No corrosion. Contact- Lewis (352) 408-3805 $ Call(Florida) Club Member Aircraft For Sale: 1967-150G 2460 TT. 11.3 STOH. 4 New ECI cylinders. RT328T Navcom, TKMX11 com, 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. Fresh Annual. Always hangared. Never a trainer. No damage history. All logs. Well maintained. Good, clean, reliable and FUN airplane. Click on following http:// link for more photos. Debra (479) 527-6929 [email protected] $22,500.00 ( A r k a n s a s ) h t t p : / / d e b r a d u b o i s . c o m /Site/3316Juliet.html Club Member Aircraft For Sale: 1970-150K 3020TT 862SMOH Always hangared, No damage history, MX-300 NavCom, Narco AT50A xpndr, PS Engi-neering stereo intercom w/music input, MoGas STC, Spin-on oil filter, Belly Drain, oil sump heater, shoulder harnesses, wheel pants, All logs, All STC/AD/337 paperwork, Excellent interior/exterior. Nice airplane. Contact- Joe (541) 850-9766 $19,000.00 (Oregon) Club Member Aircraft For Sale: 1973-150L 4,798TT 1,544SMOH 1 73/80, 2 75/80, 3 74/80, 4 75/80, Narco MK12D, Bendix-King 89B GPS, Narco AT 150 w/Blind Encoder, KN 53 Nav Receiver, Collins MKR 350, 2 Place Intercom SPA 400, PTT Pilot/CoPilot, Auto Fuel STC, Complete Logs, Spin on Oil Filter, NDH, Pitot Heat, Tow Bar, Wheel Pants, Sun Shades, Belly Drain, Wing and Tail Strobes, CO Detector, New Items – Wind

Classified Ads Airplanes and More

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Shield, Spark Plugs, Vacuum Pump, Ignition Har-ness, Seat Covers, Carpet, Seat Belt Webbing, Cowl Fastners, Fuel Caps, Brake Pads and Disc, EZ Heat Strip, Starter, Custom Cover, Hangared, Tullahoma, TN. (THA) Charles Mitchell (931) 455-0847 hm (931) 273-5196 cel l [email protected] $18,900 (Tennessee) Club Member Aircraft For Sale: 1976-15077903 3,402TT 1,487SMOH Avionics:: 1 King KMA 24 Audio panel with 3 light marker beacon, 2 ARC RT 328T NavCom, 1 ARC IN525A Indicator, 1 ARC IN514A Indicator, 1 ARC 359A transponder, 1 ARC 543B Glideslope receiver, 1 ACK A-30 En-coder, 1 RAMI AV569 Marker beacon antenna, 1 RAMI AV22 Transponder antenna, 1 Comant CI121 Com antenna, 1 Pointer 4000 ELT, Interior: Excellent, Headliner & all plastic panels in near-new condition, carpet very good. Exterior: Freshly painted in 2007 using the original paint scheme, with bright white background and flame red ac-cent. Annualed May 2010. IFR completed 2009. B o b D i s p e n z a ( 7 1 6 ) 6 9 4 - 3 1 5 5 [email protected] $22,900 (New York) Club Member Aircraft For Sale: 1982-152 11,000TT 700SMOH Long range tanks, factory corrosion proofing, New paint, New interior, New carpet, Basic IFR, Mode C, Sensenich cruise prop, Sky-lights, Droop tips, Strut Fairings, Wheel pants, New battery, New spark plugs, New ELT battery, Fresh top overhaul, New tires, Fresh pitot static test, Fresh annual. Can be seen at HNL South Ramp T-hangars. For appointment contact - Gary (808) 352-0659 [email protected] $32,250 (Hawaii) Club Member Parts: McCauley Prop 72CK56-0-56, TT650, No damage history. Fits Cessna 152. Contact- Lewis (352) 408-3805 Club Member Parts: Cessna 152 complete spinner assembly (removed for Sparrowhawk conversion). Contact- Lewis (352) 408-3805 Club Member

Dates & Places To Spend a GREAT Day With the Family

* 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.

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For Personalized Items: include a note with your order for individual assistance email [email protected] Check or Money Order Enclosed Visa / MasterCard / Discover / American Express Account #___________________________Exp ________ Signature _______________________________________ Name __________________________________________ Phone#_____________________ (required for Credit Cards) Billing Address___________________________________ _________________________________________ To Fax In the Form Call First: 541-772-8601 Cessna 150-152 Club P.O. Box 5298 Central Point, OR 97502

Order Total:

* Great Stuff In Our Store *

Description Quan Price ea Subtotal

Primer O-Ring Kit 9.95*

Blue Sky Door Latch Kit (Pair) $45.95*

Cig-Pen Pen& Flashlight Holder $25.95*

Pilot Light Pro (Circle Desired Color) Red, Green, Blue

$130.95*

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

$53.45*

Aerotech Fuel Dip Gauge 150-152 Standard 13 gal tanks. Shipping incl.

$20.90

Fuel Dipstik for C150 with 19 gal tanks . Available for Liters

$32.00*

Fuel Dipstik for C152 with 19 gal tanks Available for Liters

$32.00*


Cessna Factory Tour! The Cessna 172 Club is having their Annual Fly-In June 16-19. This will include lots of fun things to do, plenty of great food, and something that would be exciting for most of us….a CESSNA FAC-TORY TOUR at Independence, KS. If you’re interested in attend-ing, call Tripp at 210-363-4950 for the details...space may be limited.

Jun 11, Lancaster, PA. Lancaster, Pa (KLNS). 1st. Annual Amish Country Taildragger Fly-In. If you steer your plane on the ground from the rear your invited to attend. Door Prizes, Lunch, Shoo Fly Pie, Fly Mart (Bring aviation items you have to sell.) 9AM - 2PM All tailwheel makes and models welcome. Contact Al Hubler, 717-468-8014.

Jun 25 , Cincinnati , OH. Clermont County/Sporty's (I69). Sporty's Saturday Hot Dog Fly-In. Visit Sporty's, the World's Largest Pilot Shop, and a must-see for every pilot. Each Saturday, all-year-round, free hot dogs are served from Noon to 2 pm to dozens of pilots who make the trip. Shop, eat and enjoy a fun day at the airport with fellow pilots. Contact Mark Wiesenhahn, 513.735.9100, Ext.

Crossword Puzzle Answers Across Down 1. TELSTAR 2. SONGBIRD 3. THUNDERBIRDS 4. VOYAGER 6. MALIBU 5. LOCKHEED 7 BACH (Richard) 8. DENVER 9. WRIGHT BROTHERS 10. HOOVER 11. BLACKBIRD 14. TEN 12. TRIMOTOR 15. VEGA 13. YEAGER 16. ATLANTA 17. CITATION 19. JENNA 18. CENTURION 20. USS NIMITZ

Periodicals Postage PAID

Medford, OR 97501 USPS 721970

The Cessna 150-152 Club PO Box 5298 Central Point, OR 97502

Hand Propping? - Piece o’ Cake!

cessna 150-152 pilot of the cessna pilot · 2011-06-10 · ing propeller and jet charters, crop...

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