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ISSN 0747- 4712

www.cessna150152.com

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

Cessna 150-152 Pilot

2 An Early Reminder Don’t Miss Clinton 2012 4 Can’t Afford 406 MHz? 121.5 / 243.0 ELT Is Still Alive 7 Buying Used Parts What to Think About 10 Pima Air & Space More Than a Museum 12 Accidental Education Jan /Feb NTSB Reports

March / April 2012 Volume 32 Number 2

New vs. Old-page 4

A Wonderful Place to Spend the Day!

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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 air-planes in the world. Check out the website for more information!

www.cessna150152flyin.org Email: [email protected]

Finest Gascolator on the market, fits all 150-152s

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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“ 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 ther-mal below, and you’ve gained 200 feet and de-parted 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 to-ward it for a better look, losing 2,000 feet of alti-tude in my eagerness to identify the locomotive. My course through the airlanes sometimes re-sembles a dog trotting veeringly down the block, following its nose hig-gledy-piggledy.” Henry Kisor From his book—Flight of the Gin Fizz

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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 sev-enteen years of owning this airplane an ELT battery pack had leaked and failed. Before I went to the expense of replacing the bat-tery pack, which is required every two years, I re-moved 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 any-where inside the unit itself. Both the interior of the battery pack and the interior of the electronics com-partment were clean. OK, I thought to myself, this isn’t so bad. A new battery pack (which was over-due anyway) and all would be back to normal. 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 or-der 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 enthusi-asm, 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. Al-right, at 35 years old, it’s time to retire this elec-tronic relic. Locally we have the good fortune of having an air-craft accessories supplier in residence at the Grants

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.

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 avail-able models. In this case of wanting vs. afforda-bility…affording won. The only 121.5 / 243.0

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.

Can’t Afford a New ELT? Budget Alternative to the 406 MHz

Remote Switch

AK - 450 Narco ELT - 10

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 be-cause 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

install everything brand new. The antenna hole re-quired 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 lo-cation 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 ac-complished 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 in-terfering with or contacting

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The 450 has some nice features such as a mic jack to broadcast voice transmission, a telescoping port-able antenna, and a remote switch (now required by the FAA) that allows easy activation from the cock-pit regardless of the location of the ELT itself. Ad-ditionally, you aren’t locked into buying a battery pack because the 450 simply uses 6 standard Dura-cell 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.

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

Antenna underside

Carefully route and secure the wiring to clear control cables

Antenna underside

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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 cer-tainly 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.

When, in the future, this AK-450 needs to be re-placed 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.

Note the telescopic portable antenna clipped within the mounting bracket

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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 me-chanic 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 cir-cumstances 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-

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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)

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 after-market. In fact, in some cases buying new isn’t an op-tion for our aging little flying machines because some of the OEM new parts have all been purchased and in-stalled 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; Wind-shield-$713; Nav antenna-$413; Rudder assembly-$7,059; Battery-$644; Propeller-$13,481; Engine cowl-ing-$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

Buying Used Parts?

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Aviation Fun!

Answers on page 15

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Back in the early 90s I began visiting what was to be-come my favorite of all air museums. Pima Air & Space Museum in Tucson, Arizona. I could be mis-taken, 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 Albu-querque, New Mexico circa 1960 when I was a tow-headed grade schooler. Staring at the sky in wonder-ment I listened to the glorious sounds of piston en-gines, jet engines, and the occasional sonic boom coming from those amazing airplanes above!

Recently Jo Ann and I visited the museum and, as al-ways, thoroughly enjoyed ourselves. I’m happy to re-port that each time I’ve gone there the facility just gets better and better. More hangars housing per-fectly 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 short-changed because of what you spent. 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

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 beauti-fully 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 exam-ine. 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? 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 sophisti-cated 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 par-ticular 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.

Without a doubt, one of the strangest looking birds is the Super Guppy. Based on the USAF C-97 the air-plane was, among other missions, used to transport Saturn rocket parts for NASA’s Apollo program.

Pima Air & Space By Dan Meler

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 Wid-geons 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-

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 exclu-sive tours of the Aerospace Maintenance and Regen-eration Group (AMARG), also known as the "Boneyard," located across the street at Davis-Monthan 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 Mu-seum. 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!

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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 en-gines could not bring the performance up to all-jet standards of the B-46 and B-52.

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 recog-nizable airplane. These photo ships were crazy fast even by today’s standards and flew in the rarified at-mosphere 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 re-cord 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.

Aircraft For Sale: 1969-150J 5000TT 1250SMOH Nice con-dition. 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 Dil-lard (361) 484-2393 $16500.00 (TX) 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 ca-ble, 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

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.

On January 11, 2012, a Cessna 150G, N4041J, was substantially damaged during an impact with terrain following a loss of engine power during ini-tial climb near Fitchburg Municipal Airport (FIT), Fitchburg, Massachusetts. The certificated flight instructor received minor injuries and the student pilot was seriously injured. .

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: 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. In-terior 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 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 Han-dle, TFL Oil Filter Kit, Oil Pan Heater, Belly Drain, Corro-sion 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 Aircraft For Sale: 1967-150/150 4687TT 673SMOH 150 Horsepower Lycoming. Bush Conversion. 2 radios, Met-CoAire 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. Al-ways 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

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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. Jan / Feb Stats: 5 Airplanes, 7 Persons, 2 Uninjured, 0 Minor Injury, 4 Serious Injury, 1 Fatality

Jan /Feb 2012 Accidents

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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 contin-ued preparing the airplane for the flight lesson. There was frost on the windows, which the student pilot cleaned off. The wings and horizontal stabi-lizer 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 lim-its. 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 sec-ond 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 in-structor 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 de-cided 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 set-tled 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 exami-nation 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 in-jured. 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 approxi-mately 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 en-gine 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 pre-vailed. 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 recom-mended the pilot gain experience at higher alti

tudes due to the higher terrain expected on the cross country flight. 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.

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 Mu-nicipal Airport (2J9), Quincy, Florida. The certifi-cated private pilot was fatally injured. Night instru-ment 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 take-off 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 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 con-sistent with an approximately 45-degree, right-wing-down attitude.

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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 ai-leron control cables exhibited separation signa-tures consistent with overload. Flight control conti-nuity within the main wreckage was confirmed from the cockpit to the overloaded right aileron control cables, as well as all remaining flight con-trol surfaces. The propeller, which was found separated from the engine crankshaft flange, exhibited s-bending on one blade, while the other blade was bent 90 de-grees aft, about midspan, and was further wrinkled near the tip. Numerous tree branches along the wreckage path exhibited approximately 45-degree cuts. The engine was impact-damaged, with the carbu-retor and air box separated, and could not be ro-tated. Blue-colored fuel, that was clear and absent of debris, was found in the fuel lines. The gascola-ter 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 ro-tated. Weather observations were not recorded at the airport. However, weather was recorded about 20 minutes before the accident at an airport approxi-mately 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.

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

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instructor and certificated private pilot were seri-ously injured. Visual meteorological conditions pre-vailed and no flight plan was filed for the local flight. 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 air-plane. They conducted an extensive preflight in-spection, filled the fuel tanks with fuel, and per-formed 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 ma-neuvers. The flight instructor performed the takeoff and transferred control of the airplane to the pri-vate 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 subse-quently sputtered and the private pilot transferred control of the airplane back to the flight instructor. The flight instructor added full throttle and the en-gine 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. During the landing roll, the airplane struck a truck with its left wing and continued down an embank-ment before coming to rest. 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.

In the photo below, the pilot hooked a fence and walked away with minor bruising.

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