cessna 150-152 pilotlots can be invaluable. qualifying this, i’ll say that talking to someone who...

ISSN 0747- 4712

Official Magazine of the Cessna 150-152 Club.

2 Don’t Miss This Fly-in! Clinton, IA July 26-28 4 Summer Flying Some thoughts and advice 8 Last Words From the Challenger and others 9 Aviation Fun 13 NTSB Reports: Learn from others’ misfortunes

May / June 2017 Volume 37 Number 3

Cessna 150-152 Pilot

www.cessna150152.com

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Cessna 150-152 Pilot - May / June 2017

Cessna 150-152 Fly-In July 26th-28th

You gotta be there. NO...you really GOTTA be there!! Our fly-in is a must for all 150-152 pilots who want to meet and rub elbows with other like-minded, fun loving aviators. You owe it to yourself to be a part of this annual event.

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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 ©2017. 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) 500-0041 Website: www.cessna150152.com Email: General Inquiries, Membership, Requests for Technical Materials,, etc: [email protected]

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Different seasons of the year present both op-portunities and challenges of their own for pi-lots and the airplanes they fly. When we fly commercially there is little concern for weather, other than airline delays and what to wear. When flying our own airplanes the pic-

ture changes drastically because we find our-selves wearing several different hats rather than simply occupying a seat as the passen-ger.

One of the many tasks involved in summer fly-ing is that of selecting destinations and doing the necessary flight planning. For example, I’ll use a destination I’ve had the pleasure of visit-ing multiple times: Clinton, Iowa, the home of

the best little fly-in in the country…the annual Cessna 150-152 Fly-In. OK, I’m a bit biased, but the fact remains, it IS the best fly-in! Going to Clinton, or CWI, from the West Coast can be quite an adventure. Weather, terrain, and fuel stops are the three most likely factors to influence your route planning, as with all cross country trips. The Cessna 150-152 se-ries is perhaps the most capable aircraft in its class, but we all recognize our favorite two-seater’s limitations. VERY long cross country flights are not only possible in these airplanes, but are done rou-tinely and pleasurably. I.e. it can be a whole bunch of fun! For first timers just think of a long cross country flight as a series of easy short flights between fuel or rest stops. Con-trary to some schools of thought, getting there can be more than half the fun, and doing it slower without straight-lining it can be espe-cially enjoyable. Flight planning a has always been a favorite task of mine. I love getting out all of the charts I’ll need and looking at everything that is be-tween home and my destination…in this case, CWI. Routing is the first consideration and drawing an imaginary line directly from Med-ford, OR to CWI tells me that this may not be the best route, but with some relatively minor adjustments I can get there without adding a lot of additional time and miles. A stock Cessna 150, running properly and leaned carefully should have 2.5 to 3 hours range plus a legal daytime reserve. Each airplane seems to be a bit different in this respect and

Summer Flying Cross-Country Thoughts

by-Dan Meler

The approach to Clinton, IA

Many hats, many responsibilities.

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you need to know your airplane and what to ex-pect from it before setting out on these kinds of trips. One of the most useful instruments in my airplane was a digital fuel computer. This little gadget was very old but kept track of the fuel used always within a few tenths of a gallon (per fill up) and I found that information to be useful in a variety of ways. I knew the airplane well enough to know what gallons-per-hour to expect at different power settings when leaned properly and if the num-bers didn’t line up as expected it called my attention to something amiss. One thing you don’t want is to believe there are 30 minutes of fuel in the tanks that is not actually there. Many a pilot has landed off airport due to fuel exhaustion. Never good. Even with the best of planning I have on rare occasion had to fly farther on the bottom half of the tanks than I wanted, but knew to a 99% certainty how much fuel remained. Yes, 99% isn’t 100%, but they were odds that I could live with. Suf-fice it to say that fuel planning and manage-ment are critical and the importance of it can-not be over stated.

Fuel stops are not always a sure thing. When including small airports along the route it’s a good idea to play it safe and make a few phone calls before leaving home. Especially if a planned stop is positioned such that if you can’t get fuel as expected you could be grounded, then it may well be worth your while to call ahead and verify the hours of fuel availability. Naturally you can’t foresee a pump that fails or the guy in the twin just ahead of you who takes the last of the gas, but do what you can to tilt the odds in your own favor. Over planning is seldom a prob-lem. Let’s say you have several route options, none being familiar to you. How do you choose? First hand information from other pi-lots can be invaluable. Qualifying this, I’ll say that talking to someone who has never flown anything smaller than a King Air may not be your best bet. Other 150, 172, or similar class pilots are who you want to talk to. Someone

who is familiar with a particular route can give you helpful information that’s unavailable from any other source. Sometimes airport and ter-rain details can make a big difference in your decision making. Motel (or camping) and res-taurant information is no small part of the equation either. Location, location, location. After a long day of flying many of us do not want to hike several miles to food and shelter for the night. Can you say “Airport Car”?

Off-airport landings can be hazardous...even for these guys!

Sometimes this is as good as it gets...and you’ll be grateful it’s there

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Some of the old rattle traps that serve as air-port cars can be as sweet as a new limo when it comes to saving shoe leather. Yeah, that blown out muffler, rattling valves, and squeaky suspension is music to the ears when you’re dead tired and hungry. No airport car? How about a taxi? Uh oh, no taxis in this little town. Really? Yes. You might be surprised at how many towns do not have cab service, regardless of what your Flight Guide says. Call ahead and verify it for yourself if this will be your only option. Motel shuttles: A great option, but again, verify availability for yourself, and by the way, cel service is not a given when landing in sparsely populated areas. Now and then the challenge is being able to CALL the cab or motel to get a ride. Sometimes, aviation folks being helpful by nature, you may benefit from the kindness of strangers and be offered a ride into town. Very cool…a chance to make new friends! The western half of our great country is about

as different topographically from the eastern half as you can imagine. Mountains. Big mountains, little mountains, friendly looking mountains and scary looking mountains. Sensing a trend here? Yes, we have moun-tains. To get from Southern Oregon to CWI the Cascade mountain range and Rocky Moun-tains must be negotiated. The Cascades are traversed in fairly short order, and in good weather present no problems for small single engine airplanes. In fact, from Medford you can follow highway 140 all the way across if having pavement in sight makes you more comfortable. The Rockies…well they’re a dif-ferent story. The first time I made the MFR to CWI trip I studied the charts then asked a pi-lot acquaintance his opinion as to the best crossing route. Wise move. “Go to the Boise area then head direct for Rock Springs, WY.” I may not have chosen this route on my own, but it proved to be excellent. There is no OMG terrain and it’s a beautiful flight. My air-

plane had long range tanks so fuel range was seldom a limiting factor. However (isn’t there always a however?), my bladder range is about 3 hours max. Anyway, let’s face it…getting out every 3 hours or so to stretch the legs and give the derriere a break just makes good sense. For some of us flying can be de-ceptively tiring and giving the body and mind routine rest periods should be considered a safety precaution.

No, you won’t find this at small airports.

The Rocky Mountains!

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Aside from routing through mountainous areas a huge consideration is weather, and not just visibility concerns but density altitude and winds as well. In the summertime, as the day progresses and the temps rise you can find yourself in a rock and roll environment that far surpasses your comfort level. Usually most of these kinds of white-knuckle situations can be avoided by traveling early in the day. Leaving MFR at the first sign of light, com-monly known as O-Dark-thirty, always gets me into Rock Springs around noon. At that point the Rockies are in the rearview mirror. BTW, why the heck does a Cessna 150 have a rear-view mirror?

I guess so you can see that flock of geese catching you from behind and not be startled when they go by. The only downside to leav-ing early and traveling east is that blinding ball of light staring you directly in the eyes for awhile after sunrise. If your air-plane has an old crazed windshield your for-ward visibil-ity will be virtually zero.

Rock Springs has a pretty nice airfield. The long runway is long for good reason and that is (you guessed it) because the density alti-tude there goes into 5 digits on hot summer days. In the heat of the day it is not uncom-mon to see pilots sitting in the FBO waiting for cooler takeoff temperatures. One trip I took to CWI was with two other club members, Bill Fyfe and Bill Warner. Fyfe and I had O-320 engines in our 150s and Warner had a pris-tine stock 152. When we were ready to depart Rock Springs the DA was high. REALLY high for a stock 152 (and a heck of a lot of other airplanes). We decided on a game plan of “let’s see what happens”, which has often been my flying strategy. Don’t mistake this for a strategy of “do or die”, because any good pilot will tell you that safety is job one. In this case, as I recall, we emptied the 152’s bag-gage into my airplane and Warner would make a run down the runway and play it by ear. The go/no-go point was determined to be mid runway. If the 152 wasn’t off the ground and feeling good by that time then we would cool our heels for a few hours before resum-ing the flight. Well, that like-new little airplane was off and climbing long before mid field and Fyfe and I followed suit. I had suggested to Warner that he catch any updrafts he could find and keep climbing as long as possible because the air was hot and would be rough

Oh so useful Thanks Cessna.

Looking into the sun through this fugetaboutit!

Now that’s a crosswind

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A Bit of Nostalgia Ad from June 1966

Last Words - Sobering To Ponder The most frequent last words I have heard on cockpit voice-recorder tapes are, “Oh shit”, said with about that much emotion. There’s no panic, no scream, it’s a sort of resignation; we’ve done everything we can, I can’t think of anything else to do and this is it.

- Fred McDermott, partner in McDermott Associates, specialists in cockpit voice recorders

I have the feeling that there is just about one more good flight left in my system and I hope this trip is it. Anyway when I have finished this job, I mean to give up long-distance “stunt” flying.

- Amelia Earhart, departing from Los Angeles for Florida on May 21, 1937. It was the start of her last flight.

Did he not clear the runway – that Pan American?

- Flight engineer William Schreuder, KLM, March 27, 1977, just prior to the worst aviation crash ever, the collision of two B-747s on the ground in the Canary Islands

God, look at that thing! That don’t seem right, does it? That’s not right. - First Officer Roger Pettit, during takeoff roll, Air Florida Flight 90, Janu-ary 13, 1982 Go with throttle-up…uh-oh… -Francis R. Scobee, Commander of the Space Shuttle Challenger, last re-corded words. Do you hear the rain? Do you hear the rain? - Jessica Dubroff, 7-year old “pilot” speaking to her mother by telephone as the engine revved for takeoff. She and her flight instructor crashed minutes later in rough weather, 1996. The Federal Air Regulations were later changed to stop such record flights by small children.

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Aviation Fun

Answers on page 15

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for the rest of the day. As we headed east for Rawlins, to my amazement, the 152 began to disappear from sight and I couldn’t seem to catch up for quite awhile. Bill had got up into a tailwind and was off and running. Rawlins isn’t all that far from Rock Springs but, as ex-pected, the air was miserably rough and the airplane’s vents were no match for the Wyo-ming sun, so we called it an early day and tied the birds down for the night. The after-noon winds can be ferocious at Rawlins, but they have thoughtfully placed the runway ac-cordingly and I’ve never found a crosswind there that was not manageable. Eye popping, yes, but manageable with a modest amount of screaming and sweating. A point of information: If you have a passenger you may find that a bit of swearing doesn’t hurt anything, but screaming can alarm the inexperienced flyer…just sayin’. FYI, the folks at Rawlins are really nice and are helpful in any way they can be…it’s a good fuel stop and/or overnight stop. I generally prefer fueling in the mornings, just prior to takeoff, but as we all know that isn’t always an option when planning an early de-parture. If you top the tanks before heading to the motel be sure to keep in mind that anyone who owns a 150 has likely experienced the leaking fuel vent under the left wing. Airport ramps are not always level and a great “tool” to carry is a short length of 2x4 (or two) to place under the left tire in the event you need to park the airplane with full fuel and the ramp leans to the left. It is entirely possible to lose several gallons of liquid gold out the vent overnight. Also, depending on where you’re from, it may surprise you to learn that many airports do not provide tie down ropes or chains. I believe this may be due to two rea-sons: Cost cutting, and more importantly, le-gal liability. You can’t sue the airport if YOUR OWN rope or chain breaks. Not their fault if it gets windy. So, keep a good set of (plenty long) tie downs in the airplane and keep it easy to get to.

Often in the summer once the day heats up several things happen. Rough air, T-storms, limited visibility, etc. Rough air is usually more of a comfort issue than a safety issue, but not always. Sometimes you’ll find that climbing higher will get you into smoother air. Other times smooth air is beyond your airplane’s ca-pability to reach. T-storms…well these are the T-Rex of commonly encountered summer weather.

You won’t be going over them and flying un-der isn’t advisable (unless you have a death wish). Go around. WAY around. I remember once seeing two of these systems ahead of me and they were 10 or 15 miles apart. I de-cided to fly between them and headed for the center point. All was just peachy until the hail began pelting airplane. Blue sky everywhere but those two T-storms were apparently spit-ting ice balls at one another and I got caught

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in the middle. An almost instantaneous 180 solved the problem and there was no residual damage, but what did I learn? DON’T DO THAT AGAIN! We all have a tolerance for rough air, to a point. Back when I was young I kinda got a kick out of cinching down the har-ness and riding it out for short periods. Well, a long flight can seem interminable when the bumps beat you unmercifully and to the point of being unable to even consult a chart or easily manage radios and GPS. Solution: De-part early and, if needed, tie it down early. No shame in tying down mid afternoon and call-ing it a day. We’ve all done it. One really cool thing about flying these days is that navi-gation has become so easy that it seems al-most preten-tious to call it “navigation”. A similar comparison would be that of the cameras of the 1940s to the point-and-shoot cameras of today. Faster, better, more reliable, much easier in every way. Some pilots like to ride a high horse and spout some nonsense like “Yeah, I have a GPS but never bother to turn it on”. Right. Horsefeathers. This guy is most likely being less than truthful with you, and maybe even with himself. Nearly all pilots of small GA aircraft use GPS as their primary navigation source now. There is a reason why buggy whip factories are so scarce these days.

Good pilots will also carry the appropriate charts and keep them at hand for cross refer-ence and general information…it just makes good sense. Keeping your chart and compass navigational skills sharp is an excellent way of making a flight more interesting, and insures that you won’t be without resources if Mr. Gar-min goes sneakers up. It has happened to me, it has probably happened to you. It’s not an IF, it’s a WHEN. In addition to a GPS, charts, and a good Flight Guide, I have found it useful to carry roadmaps or an atlas. These are great to grab a quick view of the “big pic-ture”, which can be awfully helpful at times. “Can’t see the forest for the trees” comes to mind now and then when an unusual situation arises in the air and you’re trying to figure some alternatives looking at a GPS display or even a sectional. Some of this becomes much easier if you have a helpful passenger, but if not...you’re on your own bud. Be kind to your-self and make things easy. Packing for a long cross country flight is a bit of a mystery to all but the most experienced and Summer needs can be different than win-ter needs. Summer brings with it the possible need for sunscreen, bug repellant, shade, ex-tra water, etc. A 1966 and later Cessna 150 series airplane has a relatively large baggage area that you can stuff quite a list of things into. Naturally, weight is your nemesis when loading the airplane. An interesting exercise can be to pack every-thing you think you’ll need into bird. Unpack the whole mess now and think about what you can eliminate. Two pairs of jeans will probably do you just fine instead of the five pairs laying there on the hangar floor. The gasoline pow-ered blender for evening margarita time? You can do without it on this trip. Your polar-rated survival gear? It’s summertime, pack appropri-ately. Things you will want to access during fuel stops and overnight stops should be easy to get to. Items you might need while flying should be at hand. Water, snacks, handheld radio, pee bottle, etc., If you can’t easily reach these when needed you’ll be kicking yourself.

CLOSED

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I could winterize the summer experience, or summarize the winter experience, but instead I’ll summarize the summer cross-country fly-ing experience by saying: Prep the airplane to the max Depart early Fly only while it’s fun, don’t let the air beat you like a rented mule Pack the airplane with only your basic needs, and as lightly as possible Verify ahead of time fuel, lodging, and trans-portation availability Carry handheld avionics for back-up Go AROUND T-storms. WAY around Beware of density altitude Keep an eye on the aircraft temp gauges…heat is the enemy Be aware that MoGas vapor locks (due to heat) much easier than Avgas Be kind to yourself - heat and noise can be deceptively fatiguing Most of all…HAVE FUN!! Have LOTS of fun!

And then, the Earth being small, mankind will migrate into space, and will cross the airless Saharas which separate planet from planet and sun from sun. The Earth will become a Holy Land which will be visited by pilgrims from all the quarters of the Universe. Finally, men will master the forces of Nature; they will become themselves architects of systems, manufacturers of worlds.

-Winwood Reade, The Martyrdom of Man, 1872

It’s tempting to use all this space, but watch your density altitude in the summertime.

Someday?

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NTSB Identification: ERA17LA120

14 CFR Part 91: General Aviation Accident Sunday, 3/5/17 in Argyle, NY

Aircraft: CESSNA 150J, N60939 Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final re-port has been completed. NTSB investigators may not have traveled in support of this inves-tigation and used data provided by various sources to prepare this aircraft accident re-port. On March 5, 2017, at 1036 eastern standard time, a Cessna 150J, N60939, was substan-tially damaged during a forced landing after a loss of engine power landing in Argyle, New York. The flight instructor and student pilot re-ceived minor injuries. Visual meteorological conditions prevailed. The flight departed from Floyd Bennett Memorial Airport (GFL), Glens Falls, New York about 0930. According to the flight instructor, she was op-erating the airplane to keep proficient in the airplane type, as she was applying to become a flight instructor at a local flying club. She stated that she brought along a friend for com-pany as she would rather fly with someone rather than alone. The flight originated at GFL. After having the fixed base operator (FBO) assist in removing

the airplane from the hangar. She then con-ducted a preflight inspection and then had the FBO top the airplane off with fuel. She then took off, performed a couple of touch and go landings, then proceeded towards Argyle, New York. During this portion of the flight, the airplane was operating normally and she did not notice anything wrong. She then per-formed "slow flight" and a power off stall, and recovered normally. She then performed an-other power off stall and when she went to add power, there was no response from the engine, and then it lost all power. She went through the procedures to diagnose what was wrong by checking the mixture, carburetor heat, and engine primer. She then attempted to restart the engine with the starter, but with-out success. She could not remember if she saw the pro-peller turning when she attempted to restart the engine since she was now focused on where to land the airplane. After finding a suitable field, she "slipped" the airplane to land in the field. After touching down, the air-plane traveled uphill, crested the hill and then came down the other side and struck trees that were located at the end of the field. Dur-ing the impact with the trees, the plexiglass windshield popped out of the frame, entered the cabin, and struck the flight instructor and student pilot. After moving the windshield out of the way, they egressed through the left door. According to the student pilot, the flight in-structor had given him lessons a few times. There was already some fuel in the airplane's fuel tanks, and prior to the flight they added another 6 gallons of fuel to each tank. After takeoff, they performed a couple of touch and go landings, and then departed the traffic pat-tern for the practice area. Upon reaching the practice area, they performed slow flight, then a power off stall. Then they performed slow flight again, along with another power off stall, then the engine "quit." The student pilot ad-vised that, "I told" the flight instructor, and "she did the engine failure checklist," and "we

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.

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tried to start the engine." It would not start and then they performed the forced landing to the field and then hit trees. According to Federal Aviation Administration (FAA) and pilot records, the flight instructor held an airline transport pilot certificate with ratings for airplane single-engine land, and air-plane multi-engine land, with commercial privi-leges for rotorcraft-helicopter, and instrument-helicopter. She also held type ratings for the BE-300, CE-500, and EA-500S. She pos-sessed a flight instructor certificate with rat-ings for airplane single and multi-engine, rotor-craft-helicopter, and instrument-helicopter. Her most recent FAA first-class medical certificate was issued on September 12, 2016. She re-ported that she had accrued 3,050 total hours of flight experience, 305 of which was in the accident airplane make and model. He reported that he had accrued 20 total hours of flight experience. According to FAA and maintenance records, the airplane was manufactured in 1969. Its most recent annual inspection was completed on June 10, 2016. At the time of the inspec-tion, the airplane had accrued approximately 3,341 total hours of operation, and the engine had accrued about 470 hours since major overhaul. The reported weather at GFL, at 1053, in-cluded: variable wind at 4 knots, 10 statute miles visibility, sky clear,

NTSB Identification: CEN17LA153 14 CFR Part 91: General Aviation

Accident Wednesday, 4/12/17 in La Porte, TX

Probable Cause Approval Date: 06/14/2017 Aircraft: CESSNA 152, registration: N95551

Injuries: 1 Uninjured. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report. The commercial pilot was conducting a post-

maintenance test flight. He reported that no evidence of water was found in samples from the main fuel tanks during the preflight in-spection. He added that, during approach to the runway, the engine lost power. He at-tempted to restore power but was unsuccess-ful. There was no remaining runway in front of him, so he turned the airplane to avoid a ditch and landed on the soft ground. The airplane nosed over, which resulted in substantial damage to the empennage and firewall. During post accident examination of the air-plane, water was found in the fuel lines, en-gine fuel bowl, and carburetor. An examina-tion of the engine and fuel systems revealed no mechanical anomalies that would have precluded normal operation. It is likely that the loss of engine power resulted from water con-tamination of the fuel system. The National Transportation Safety Board de-termines the probable cause(s) of this acci-dent as follows: A total loss of engine power due to fuel con-tamination, which resulted from the pilot’s in-adequate preflight inspection that did not de-tect water contamination.

NTSB Identification: CEN17WA137A Accident, 3/17/17 in St-Bruno, Quebec,

Canada Aircraft: CESSNA 152, registration:

Injuries: 1 Fatal, 1 Serious. The foreign authority was the source of this information. On March 17, 2017, at 1638 coordinated uni-versal time, a Cessna 152, C-FGOI, and a Cessna 152, C-GPNP, impacted a building following a mid-air collision near St-Bruno, Quebec, Canada. Both aircraft were de-stroyed. The pilot of C-FGOI received fatal in-juries, and the pilot of C-GPNP received seri-ous injuries. Both aircraft were owned and op-erated by Cargair Ltee as training flights. C-FGOI departed eastbound from Montreal/St-Hubert (CYHU), Quebec, Canada and C-GPNP was returning westbound to CYHU at the time of the accident.

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Across 1 women 2 Seal 4 Machado 6 door 7 wire 9 AirVenture 10 Mars 15 helicopter 16 field 18 nine 19 watts

Down 1 welded 3 Hoover 5 certificate 8 Confab 11 rough 12 Lycoming 13 fire 14 gliders 17 Iowa

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cessna 150-152 pilotlots can be invaluable. qualifying this, i’ll say that talking to someone who...

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