cessna 150-152 pilot cessna 150-152 pilot - sept / oct 2016 the majority of our members do not...

ISSN 0747- 4712

Official Newsletter of the Cessna 150-152 Club.

2 Asked & Answered Topics of interest from our Online Forum 7 A Bit of Nostalgia 8 Aviation Fun 10 NTSB Reports Learn from others’ mistakes 14 Observations Funny Truisms

Sept / Oct 2016 Volume 36 Number 5

Cessna 150-152 Pilot

www.cessna150152.com

Why don’t the tanks feed evenly... like this?

Can you jump start your airplane with one of these?

2

Cessna 150-152 Pilot - Sept / Oct 2016

The majority of our members do not participate in the online Forum, and many of those who subscribe to the hardcopy of our newsletter do not use the internet… so, now and then we like to include some of the asked/answered questions from the Forum that are of general interest. Asked by Victor Today while flying I realized almost, too late that my left tank was almost empty while my right tank was totally full. I did a precautionary landing and confirmed that the left tank was running on fumes and the right tank was totally full. Any idea why this happened? Should I assume that if I continued, my engine was going to,stop from fuel exhaustion? How can this be fixed? Answered by Kirk Winnerstrom Yes, we know why it happened. No, the engine will not stop (unless BOTH tanks are empty). It can't be 'fixed' because it's not broken. Long Answer: this is "normal". With gravity-fed fuel tanks it doesn't matter if one tank runs dry. The en-gine will keep running until both tanks are emptied. In your situation above (left tank almost empty), that means that most of the fuel was flowing from the right tank, and the left tank was a s-l-i-g-h-t-l-y higher and feeding into the right. To elaborate further - both tanks are cross-connected. As such, they really behave like one big, wide, shallow, fuel tank. Imagine a cookie sheet filled with water. The slightest tilt will cause all the water to run to one side, and the other side will be 'empty'. If you punch two drain holes at either end of the cookie sheet, it doesn't matter how flat or tilted the sheet may be - water will drain out of the lowest

hole until it's all gone. The same holds true with the Cessna fuel tanks. Additional info from Brian Anderson: Having TWO vented fuel caps is REQUIRED by AD 79-10-14 R1 ( ONE vented cap per tank ) http://www.airweb.faa.gov/Regulatory_and...A2?OpenDocument With only one vented cap installed, your aircraft is unairworthy, as your airworthiness certificate is valid only if all AD's are complied with. Only vented caps are avail from Cessna, been that way for a long, long time. Note: Having both caps vented will not correct the uneven fuel feeding. Asked by Charles Taylor I installed new leather seats and carpet from Tennes-see Wings and want to keep them pristine. I need, however, to lubricate my seat rails so that the seats slide easier. Anyone have any suggestions for a lu-bricant that will not damage or dirty the seats and carpet? Answered by Swordfish John Deere TY25744 food grade odorless "Multi Purpose Extreme Duty Synthetic Grease" 14 ounces. Answered by Terry A A thin coat of DOW CORNING DC-4 COMPOUND once a year at annual and you'll be good to go. Col-orless and almost odorless. Asked by Tommy Kay My O-200 has an oil filter. Is there any reason to check the oil screen? Continued on pg 4

The Best of the Forum

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 $48 also available as an electronic internet based subscription for $35. Copyright ©2015. 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]

3


www.Cessna150152.com/shop Or

Order by Phone 541-772-8601

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.

$11.95 & Free Shipping

PRODUCTS IN OUR ONLINE STORE

Stop Guessing!

The Aerotech dipping gauge, a best-selling item in our Online Store, takes the guess work out of determin-ing how much fuel really IS in those tanks!

$15.

95 +

Shi

ppin

g &

Han

dlin

g

Avai

labl

e Fo

r Sta

ndar

d &

Fac

tory

Lon

g R

ange

Tan

ks

4


I don't know if the oil goes through the oil screen first, or the oil filter first. (A sticker near the filter says F&M Enterprises. The filter is Tempest Aa48108-2.) Answered by Mark Buchner It depends on when the F&M filter was installed. The original STC kept the screen, but a revision of the STC has the screen de-soldered and removed. You should check to see if yours still has the screen. If it is installed it must be checked. If it is still in-stalled, after you check it have it removed. Asked by Mikko Tuomi As expected, after 3 days of torrential downpour, the 150 is wet from the inside The worst area seems to be the carpet behind the seats. Are there some common spots where these planes leak? is it reasonable to expect 100% dryness after such amount of rain? I mean, there were no puddles, but I had a few papers back there and they were soaked, and the carpet is generally pretty wet. Footwell and panel area were completely dry, thank-fully. Answered by Kirk Winnerstrom Yes, but you can make it better. The most common leak point is the wing-root fillet just above the rear window. This is where the flap and aileron cables en-ter the fuselage. There's a big hole there. If the fillet is not watertight, a lot of water gets in. In addition, a good "rain cover" from PlaneCover.com will cover the common leak points on a 150, keeping it dry. Asked by Jim Lugar I bought a hangar with a winch in the back, which would be nice to pull my 150 in, especially during the winter when the ramps gets icy. Is the tail tie-down ring sturdy enough to hook the winch onto? Answered by Steve A.M.

I have used such an arrangement, but used a rope with loops that fit over the landing gear steps. It formed a large V with the point near the tail, and we hooked the winch on that. It worked really well. I would avoid pulling on the tie down. Asked by Joseph Folsom My recent bad battery experience has me thinking of contingency plans if I get stuck away from the home airport. Is it safe to use a jumper box like you would use on a car? Answered by Kirk Winnerstrom The short answer is yes, you can use most any of the available portable jump-start batteries to start a 150. For a 152 with a 24-volt system, just connect two in series. When it comes to starting an airplane, there's nothing magical about the electricity. The real concerns are safety, of course. Asked by David Taylor What is the best way to decrease iPad glare? Answered by Henry M. I used to use a matte screen protector on my earlier iPads. I don't use one on my iPad Air 2. It has much less glare than earlier models. At the time, I found the Tru Protection screen protec-tors to work very well for me. They were more ex-pensive than most, but had better performance. They let more of the iPad's light through and did not distort the image, like some of the cheaper brands do. Asked by David Taylor Is it normal for a throttle knob to rotate endlessly? Left and right? It seems to have no tension or torque when doing so. Answered by Hung

5


That's how it is in my airplane; the round black knob spins freely. Asked by Alex Montgomery: My past couple of flights I've been getting some nosewheel shimmy. I have a LORD shimmy damper which doesn't have fluid, so the first thing I wanted to check is the PSI of the tire, but I can't get to the dang valve because the nosewheel has the fairing on. I searched but couldn't find a thread on how to do it! Lil help? Answered by Hung: Some styles of nosewheel fairings don't cover the wheel rim completely, and you can see the valve stem when it's closest to the ground. Some styles, like mine, cover the rim completely and you have to get to the valve stem via a door or a cut-out hole after poping off the cover. If you want to remove the nosewheel fairing: 1. Put cases of oil or something heavy on the hori-zontal stabilizers (close to the fuselage) to weigh down the tail and get the nose off the ground. 2. Remove the cotter pins, axle nuts, bearings, nose-wheel. Make note of the order of those items. It's a bear to put everything back together later because you'll need more than two hands to hold everything in place. 3. Remove the bolt holding the fairing and top metal cover to the nose strut. 4. Rotate the fairing 90 degrees so the opening at the top of the fairing can go through the nose strut fork. Put everything back in reverse order. Asked by Rod Hilton Planning on changing my tires - I'm a first timer on this, and will be getting help from my flying mentor at the airport who built his own plane. 1). Any special tricks to this on our planes? 2) Torque values? 3). Air Hawk Tires - 6 Ply. Their website says 51 psi! Doesn't feel right.. Anybody have advise on this?

Answered by Mike Hamelly: The tires are designed to withstand maximum pres-sures for aircraft and cars alike. However, my POH says 24 main, 30 nose. The range between the POH and manufacturers' max pressures may be due to the fact that a particular size tire could be used on multi-ple aircraft of various weights and loadings. Stick with the POH or like Kirk said, experiment a little realizing that what you gain in lowering rolling resis-tance may hurt you on tread life. Nothing is free. Answered by Kirk Winnerstrom Just to add a bit to Mike's post - the max pressure on the sidewall of the tire is the tire's maximum pressure and weight rating. Think of them as Vne ratings, not recommendations. Cessna's recommendation is based upon the aircraft weight, rolling speed, etc. The higher the tire pressure, the smaller the 'contact patch', or the portion of tire actually touching the pavement. This reduces the rolling resistance, but also reduces the tire's grip in dry conditions and may cause the tire to skid when the brakes are applied. Also, too high a pressure tends to cause the center of the tread to wear out before the rest of the tire. But, it can carry more weight. The lower the tire pressure, the larger the 'contact patch'. This increases the grip (to a point), but can more easily cause hydroplaning. It also increases rolling resistance. At really low pressures the side-wall will flex too much as the tire rolls, causing heat buildup (think of how a paperclip gets hot from rap-idly bending it back and forth). This can lead to a blowout. The tire pressure in the POH is a compromise be-tween all these competing demands. It's the 'sweet spot' between rolling resistance, grip, load carrying, and longevity. Asked by Tim B. After taking a fuel sample from the right wing tank fuel drain valve, I could not stop the drip. About one drip every 8 seconds. Is this valve serviceable or is it

6


a replacement item? I have been following along on the forum for about 6 months and I have learned a lot. I was planning to show up in Clinton but the weather did not cooperate. Answered by Victor P. I have a similar issue. Mine shows rust. Someone thought me, and I confirmed it, that if you spray it with WD40 and play with it for a few seconds, it will stop dropping. Answered by Kirk Winnerstrom What Hung said - just replace the valve. Once you have it out, you may find the only failing item is the little O-ring inside the valve. If so, you can replace the O-ring and then save the valve for when the next wing starts leaking. However, you may find that the O-ring failed be-cause the valve is rusty. If that's the case, it may be because you have some water in the fuel. If you are always getting a little water in the fuel, check your fuel caps and/or fuel filler gaskets for wear/leaks. You can also 'remove' any remnants of water in the fuel by adding a bit of Isopropyl alcohol to the gas tank (not ethanol or methanol). Look in your neighborhood auto parts store for "fuel line anti-freeze" or "fuel drier". Make sure it contains "Isopropanol" or "Isopropyl" alcohol, not methanol or ethanol. I don't have the text at hand (I have it somewhere), but I'm Ivory Soap certain (99 44/100 percent) that Cessna has provided guidance that up to 1% Isopropanol can be added to avgas to remove water in the fuel. Asked by Matt Luce I want to carry a small tool kit in my airplane. Be-yond the basic screw driver, wire cutters, and a tire pressure gauge what are the most appropriate wrench sizes to carry for a 150. Are there any other tools worth their weight to carry on board? Answered by Graeme Smith Sept 2015 I answered a similar question - I see no

reason to change the answer: Small soft tool roll which goes in a small box in back with oil, Gats jar etc: Stubby wrenches to fit: Leads off spark plugs Tightening brake system components Tightening fuel system components Flat blade screwdriver Philips No 2 Screwdriver Plug key and short extension (with hole in it - the screwdriver in hole provides the leverage) Jeweler size flat screwdriver Small grip wrench Small pliers with side cut for wires Allen Wrench to release radio components Feeler gauges with gap adjuster for plug gap Small brass bristle wire brush Bit of thick safety wire Bit of emery cloth Roll of PVC electrical tape -- Supporting spares in small flat translucent compart-ment PVC boxes: 2 newly gapped plugs with fresh copper washers Small selection of fasteners, washers and screws to fit cowling and trim pieces. One of each bulb type, nav and interior 3 of each fuse type Sufficient batteries for ANR headset, flashlight, head flashlight, timer clock (but no more -- these things are heavy - top off as you use them) Asked by Gary Matson Has anyone had experience with installing the Tele-dyne Alphabeam LED landing light? It's advertised as a drop-in replacement for the sealed beam 4509. It's advertised as brighter, lower electric power use, and longer lasting (up to 5000 hrs). The lamp itself is also apparently a little thicker than the sealed beam and may require modification of the lamp mounting rings. Has anyone installed it in their Cessna 150 without any modification of the lamp mounts? Answered by Richard H

7


I installed two Teledyne Alphabeams in the nose of my 150M last October. I keep them on all the time while flying. I did not have to modify the mounting brackets. There is more information in the FAQs on the tele-dynelighting.com website than is in the Instructions for Continued Airworthiness that comes with the bulbs, such as: 1. The bulbs are a direct replacement for the existing bulbs and may be installed by the owner/pilot. 2. The installation may be documented with a simple entry in the aircraft log by the owner/pilot. 3. If the original installation has a rubber gasket be-tween the bulb and the mounting bracket, remove the gasket. The Alphabeams need direct contact with the bracket for heat dissipation. 4. The Alphabeams are not polarity sensitive. The wires may be connected to either terminal. Asked by Elliot Cannon Has anyone actualy converted to an Odyssey battery? How much does the odyssey weigh? Answered by Bengie Phillips 8 lbs. I'm in the conversion process now. I removed the stock battery box and the inboard vertical support rail. I'm replacing the stock battery box with a Buschur Racing battery tray, which is designed for a Odyssey PC680 battery. Here's a short vid on the product: https://youtu.be/fNTEDEXHMX4 Utilizing (4) #10 floating nutplates riveted into the firewall and (4) 1-1/2" #10 countersunk screws and some custom 3/8" thick x 3/4" wide solid aluminum spacers between the tray and the firewall...in order for the top clamp to function properly. I'm going to opt for the battery post extentions and all new #4 bat-tery cables.

3. lo

gboo

k 4.

ble

ed

5. ri

ggin

g 7.

stra

iner

9.

har

ness

10

. rai

ls 11

. ass

umpt

ion

12. P

ropt

ach

14. p

ulle

y 15

. wom

en

16. w

et

18. a

ttack

19

. avo

id

20. l

ean

1. a

ligne

d 2.

cel

ls

6. c

rank

shaf

t 8.

pio

neer

s 13

. ove

rhau

l 17

. tax

i

Down

Across

PUZZLE

ANSWERS

8


A Bit of Nostalgia Ad from June 1966

9


Aviation Fun

Answers on page 7

10


NTSB Identification: ERA16LA235 Accident June 29, 2016 in Peachtree City, GA

CESSNA 150, registration: N1567Q Injuries: 1 Uninjured.

On June 29, 2016, at 1930 eastern daylight time, a Cessna 150L, N1567Q, experienced a total loss of engine power and was substantially dam-aged during a forced landing after takeoff from Atlanta Regional Airport (FFC), Peachtree City, Georgia. The student pilot was not injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the solo in-structional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. In a telephone interview, the pilot stated that she performed the preflight inspection, engine start, run-up, and takeoff from runway 31 with no anomalies noted. At 400 feet above ground level, the engine "sputtered, and then stopped." The pilot selected a golf course for the forced landing, and touched down on a slightly rolling fairway lined with trees. During the rollout, the airplane clipped trees and struck a small berm, which col-lapsed the nose landing gear. Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed substan-tial damage to the engine firewall. The engine was rotated by hand at the propeller. The mag-netos produced spark at all eight spark plugs. A compression check was performed, and thumb compression was confirmed on all but the No. 3 cylinder. The No. 3 cylinder was removed and severe im-

pact damage was noted on the dome of the pis-ton and the cylinder head. The exhaust valve was separated at the stem, and the intake valve was fractured, with about 50 percent of the valve head separated. Pieces of the valve were recov-ered in the exhaust manifold. The airplane and its engine were secured for a detailed examina-tion at a later date. The pilot held an FAA student pilot and third-class medical certificate, issued on December 22, 2015. She reported 41 total hours of flight experience, of which 38 were in the accident air-plane. The two-seat, single-engine, high-wing airplane was manufactured in 1971 and was equipped with a Lycoming O-200 series engine. The most recent annual inspection was completed on July 5, 2015, at 3,488 total airframe hours.

NTSB Identification: CEN16LA236 Accident June 27, 2016 in Detroit, MI CESSNA 150L, registration: N6622G

Injuries: 1 Fatal, 1 Uninjured. On June 27, 2016, about 2100 eastern daylight time, a Cessna model 150L single-engine air-plane, N6622G, was substantially damaged dur-ing a forced landing in Detroit, Michigan. The commercial pilot was not injured. An individual on the ground was fatally injured. The airplane was registered to and operated by Drake Aerial Enterprises, LLC, under the provisions of 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed for the ban-ner-tow flight that departed from Coleman A. Young Municipal Airport (DET), Detroit, Michi-gan, about 1748. The pilot reported that after takeoff he initially re-mained in the airport traffic pattern while he re-trieved the banner to be towed. After retrieving the banner he proceeded to orbit the Detroit River until 2053 when he decided to return to the airport. While en route to the airport, about 2057, the engine began to run roughly. The pilot re-ported that he enriched the fuel mixture and turned on the auxiliary fuel pump following the loss of engine power. The engine ran for a few additional seconds before it experienced a total loss of power. The pilot informed the tower con-

NTSB Reports 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.

11


troller of his emergency, released the banner, and completed a forced landing to a nearby street. The airplane collided with a power line during the forced landing. An individual, who had been re-trieving items from her parked vehicle, was seri-ously injured when she came in contact with the severed live power line. On July 6, 2016, the indi-vidual subsequently died while being treated at a local hospital. The accident airplane was powered by a 180 horsepower Lycoming O-360-A4A engine. The engine had been installed in conformance with Supplemental Type Certificate No. SA4795SW. The airplane was also equipped with extended-range fuel tanks that increased the fuel capacity to 40 gallons (37 gallons usable). The pilot re-ported that the airplane had a full fuel load when it departed on the accident flight. According to the operator, a typical banner-tow flight in the Cessna 150 had an expected fuel consumption rate of 9.5-10.5 gallons per hour. Additionally, to avoid fuel exhaustion situations, it was company policy that all banner-tow flights in the Cessna 150 be limited to 2 hours 45 minutes. According to the pilot's statement, the accident flight was at least 3 hours 9 minutes in duration. Further, the pilot reported that a higher-than-normal engine power setting had been used throughout the accident flight. A post accident examination was completed by a Federal Aviation Administration (FAA) inspector before the wreckage was recovered from the ac-cident site. The FAA examination of the fuel sys-tem established that the left fuel tank was empty, the right fuel tank contained residual fuel, and the gascolator contained a few ounces of fuel.

NTSB Identification: GAA16CA349 Accident June 26, 2016 in Reno, NV

Probable Cause Approval Date: 09/22/2016 CESSNA 150, registration: N5842E

Injuries: 1 Uninjured.

NTSB investigators used data provided by vari-ous entities, including, but not limited to, the Fed-eral Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report. The student pilot reported that during the landing

roll of his first solo flight, a gust of wind lifted the left wing of the airplane. He further reported that he attempted to correct with left rudder but the left wing impact the ground. The airplane contin-ued off the runway to the right, impacted an air-port marker, and the left main landing gear col-lapsed. The airplane sustained substantial damage to the left wing. The student pilot did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation. A review of recorded data from the automated weather observation station located on the air-port, revealed that, about 10 minutes before the accident the wind was 080 degrees true at 3 knots. A further review revealed that, about 10 minutes after the accident the wind was 150 de-grees true at 3 knots. The airplane landed on runway 08. The National Transportation Safety Board deter-mines the probable cause(s) of this accident as follows: The student pilot's failure to maintain directional control during the landing roll, which resulted in a runway excursion, impact with a sign, and left wing damage.

NTSB Identification: CEN16FA216 14 CFR Part 91: General Aviation

Accident June 13, 2016 in Rockville, IN CESSNA 150F, registration: N102DK

Injuries: 2 Fatal. On June 13, 2016, at 0957 eastern daylight time, a Cessna 150F airplane, N102DK, impacted ter-rain while departing from Butler Field Airport (IN46), Rockville, Indiana. The pilot and passen-ger were fatally injured and the airplane was de-stroyed. Day visual meteorological conditions ex-isted at the time of the accident. The flight de-parted without a flight plan and was destined for Eagle Creek Airpark (EYE), Indianapolis, Indi-ana. According to a witness mowing grass at IN46, the airplane lifted off near midfield from the 2,081 x 65 ft turf runway. The witness noticed

12


the airplane initially climb with a high pitch atti-tude, but did not observe the subsequent climb out or accident. The airplane struck the top of trees located about 1,125 ft from the departure end of the runway and came to rest about 125 ft beyond the initial tree strike. A post-crash fire en-sued.

NTSB Id: CEN16LA203 Accident June 01, 2016 Penwell, TX

Cessna 150, N5679G 1 Fatality

On June 1, 2016, about 2046 central daylight time, a Cessna 150K, N5679G, collided in-flight with a steel silo in Penwell, Texas. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was regis-tered to and operated by LM Air Patrol Service, Inc., Midland, Texas, under the provisions of 14 Code of Federal Regulations Part 91 as a per-sonal flight. Visual meteorological conditions pre-vailed at the time of the accident, and no flight plan had been filed. The local flight originated from Odessa Airport-Schlemeyer Field (ODO), Odessa, Texas, about 2000. According to LM Air Patrol Service, the pilot was their employee and had been hired to provide ae-rial pipeline patrol services. He had flown the air-plane on a pipeline patrol mission earlier that day and had secured the airplane about 1500. That evening, the pilot took the airplane without the company's permission. According to the Midland, Texas, Police Department's report, the pilot tele-phoned his wife and told her he was en route to the hangar and was going to kill himself. She alerted her husband's employer, who in turn alerted the Midland Police Department. The air-plane was flying eastbound when it struck a 138-foot tall silo at the Cemex plant, located at 16501 W. Murphy St. in Penwell, Texas. PERSONNEL (CREW) INFORMATION The 45-yeard-old pilot held a commercial pilot certificate with airplane single/multiengine and instrument ratings. His last medical certificate, dated February 14, 2015, contained the following: "Medical certificate denied. Multiple alcohol-related events. Certificate surrendered by airman on 04/06/2016."

According to LM Air Patrol Service, the pilot had logged a total of 5,359 flight hours, of which 450 hours were in the Cessna 150 and 2,600 hours were in multiengine aircraft. In the last 90 and 30 days, the pilot had logged about 300 and 100 hours respectively, and had logged 5 hours in the last 24 hours. AIRCRAFT INFORMATION N5679G, serial number 15071179, a model 150K, was manufactured by the Cessna Aircraft Company in 1969. According to LM Air Patrol Service, It was modified and powered by a Conti-nental O-320-E2D engine, rated at 150 horse-power, driving a McCauley 2-blade, all-metal, fixed pitch propeller (model number 1C172/TM7458). The last annual inspection was accom-plished on June 15, 2015, at an airframe total time of 3,987 hours. The engine had accrued 1,396 hours since major overhaul. MEDICAL AND PATHOLOGICAL INFORMA-TION An autopsy was performed by the Tarrant County Medical Examiner's Office. According to its re-port, death was attributed to "massive blunt force trauma . . . consistent with history of light aircraft flown into structure (cement plant tower). No no-table natural disease" was noted. The manner of death was "consistent with suicide." .

NTSB Identification: GAA16CA267 14 CFR Part 91: General Aviation

Accident 05/27, 2016 in ALBUQUERQUE, NM

Probable Cause Approval Date: 08/31/2016 CESSNA 150, registration: N60252 Injuries: 1 Minor. NTSB investigators used data provided by vari-ous entities, including, but not limited to, the Fed-eral Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report. The solo student pilot reported that while on a cross country flight the airplane's engine started to "sputter" and then stopped. During the off air-port forced landing the airplane impacted a ra-vine.

13


According to the student pilot, prior to the loss of engine power, there were no preimpact mechani-cal failures or malfunctions with the airframe or engine that would have precluded normal opera-tion. The airplane sustained substantial damage to the engine mount. The airplane recovery specialist reported that he drained about two gallons of fuel from the air-plane's fuel tanks prior to the airplane being moved. According to the manufacturer the air-plane has 3 gallons of unusable fuel. As a safety recommendation the student pilot re-ported that he should have visually inspected the fuel with a fuel hawk dipstick. The National Transportation Safety Board deter-mines the probable cause(s) of this accident as follows: The student pilot's inadequate preflight inspec-tion/planning, which resulted in fuel exhaustion, loss of engine power, and impact with terrain.

NTSB Identification: CEN16LA184 14 CFR Part 91: General Aviation

Accident May 01, 2016 in Ponca City, OK CESSNA 150F, registration: N8619G

Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. On May 1, 2016, at 1135, a Cessna 150F, N8619G, experienced a hard landing and im-pacted the runway surface at Ponca City Re-gional Airport, Ponca City, Oklahoma. The pilot was seriously injured and the airplane sustained substantial damage to the firewall. The airplane was operated under 14 Code of Federal Regula-tions Part 91 as a personal flight that was not op-erating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. A post accident examination found the left eleva-tor bolt separated.

Learning the secret of flight from a bird was a good deal like learning the secret of magic from a magician. After you know what to look for you see things that you did not notice when you did not know exactly what to look for.

-Orville Wright

14


The real value of a twin engine aircraft is it will double your chances of engine failure A mechanic’s favorite: “It’s not a leak, it’s a seep” A male pilot is a confused soul who talks about women when he’s flying and about flying when he’s with a woman. Modern air travel would be very enjoyable if only I could learn to appreciate boredom, discomfort and fatigue If God had intended people to fly he’d have given everyone enough money to buy airplanes Speed is money in your pocket, altitude is money in the bank A terminal forecast is a horoscope with numbers Any attempt to stretch fuel is guaranteed to increase headwinds Remember, you’re always a student in an airplane Our failures teach us. If you want to increase your chances of success double your failure rate The nice thing about a mistake is the pleasure it gives others It’s better to break ground and head into the wind than vice versa

Observations

15


Annual Statement Posted as Required By USPS

Periodicals Postage PAID

Medford, OR 97501 USPS 721970

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

I really hate economy class!

cessna 150-152 pilot cessna 150-152 pilot - sept / oct 2016 the majority of our members do not...

Documents