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

November / December 2011 www.cessna150152.com Volume 31 Number 6

2 Mort Brown 14,000 First Flights!

Better Performance ? Page 4 8 A Featured Vendor Good To Do Business With

10 Best of the Forum X—Wind Landings

Survival Pack Page 5 13 Accidental Education Sept / Oct NTSB Reports At 100 years young Mort Brown was inducted into the State of Kansas Governor's Aviation Hall of Fame at the Kansas Aviation Gala. Pictured here with his loving wife Sharon.

ISSN 0747- 4712 Cessna 150-152 Pilot - Nov / Dec 2011 We Proudly Dedicate This Issue To MORT BROWN 1908 - 2011 Mort Brown, born in 1908, carved out a place for himself with a lifetime of achievements in , which far exceeded his boyhood dreams. In junior high, Mort ran across the AVIATION Magazine at a bookstand in the drugstore. It was a weekly magazine, so Mort became quite savvy on airplanes. Mort carried it to school; much to the dis- may of the teachers. In Study Hall, Mort checked out what was going on in the world of aviation, as he had always dreamed of being a pilot. Time permitting, Mort and his brother would walk or ride bicycles to the airport, about a mile away, to check out the airplanes, which were: Hisso Standards, Curtiss Orioles, DH4s, and an Italian pursuit air- plane called an Ansaldo. In 1927, Mort joined the U.S. Marines with the sole purpose of becoming a pilot. However, the Marines had other plans for Mort. Mort was assigned sea duty on the U.S.S. Califor- nia, which included being stationed in Nicaragua to prevent a political coup in the Banana Republic. After receiving his honorable discharge in 1931, Mort at- tended Eddie Martin’s School of Aviation, Santa Ana, Cali- fornia. Mort received instruction on: aircraft engines, con- struction, meteorology, aerodynamics, and air navigation. Mort soloed in a Travelair 4000, which had a 110 HP, 7 cyl- inder Warner . After obtaining his personal and transport license in 1933, Mort gave student instruction in San Diego. Times were hard for an inexperienced pilot during The Depression, so Mort returned to his hometown, Denver, Colorado. Even in Denver pilot jobs were scarce, so Mort be- gan passenger hopping from the Denver Municipal Airport in 1935. Mort met , President of Cessna Aircraft Com- pany, through his employer, Ray Wilson’s Flying School, who became a Cessna dealership and dis- tributor. As repayment for referring some customers to Dwane, Mort was allowed to demonstrate his flying ability in the latest version of the C-37 in a free-for-all air race. In December, 1937, Mort became Sales Manager for Cessna, coinciding with the production of Cessna’s newest C-38 airplane, The Airmaster. With the development of the Cessna T-50 first twin en- gine, Mort was promoted to Chief Pilot of Production Flight Test. Responsibilities over the years in- cluded routine flight testing all Cessna series ranging from: the Airmaster, T-50s, the 100, 200 and 300 series. During Mort’s 35 years with Cessna, it has been calculated that Mort was responsible for releasing over 85,000 airplanes through Production Flight Test, of which Mort personally logged over 14,000 first flights on these airplanes. Mort has accumulated over 20,760 actual flight hours on various air- planes. Mort has also been inducted into the Legion of Honor and the Hall of Fame for the OX5 Avia- tion Pioneers for his contributions to the aviation industry. Mort was awarded the FAA Wright Brothers Master Pilot Award on August 29, 2006, in front of his friends and aviation peers. In receiving the award, Mort commented: —————————>>>>

2 Cessna 150-152 Pilot - Nov / Dec 2011

“Success in testing airplanes is like success in any other activity. It depends on a person doing his job. The FAA Wright Brothers Master Pilot Award represents every assembler, riveter, me- chanic, inspector, engineer and others unnamed for successfully doing their jobs, to produce air worthy airplanes. “I was doing my job as the test pi- lot. After I acquired the basic knowledge and skills of flying, I had to continue to learn and grow with the aviation industry, just like the rest of the team. No one was allowed to rest on their lau- Cessna 150-152 Pilot (ISSN 0747-4712) is published bimonthly, by The Cessna 150-152 rels. We have achieved man on Club, 3492 N. Foothill Rd., Medford, OR 97504 Periodicals Postage paid at Medford, OR 97501, USPS 721970. the moon by building on the se- Annual Postal Subscriptions are $45, also available as an electronic internet based subscription for $35. Copyright ©2011. All rights ries of failures and successes reserved. Reproduction in whole or part without permission is prohibited. throughout aviation history. Postmaster, Send change of address to: Cessna 150-152 Club, “I am humbled before my avia- PO Box 5298 Central Point, OR 97502 tion peers, friends and family for The information presented in this publication is from multiple sources all of their efforts put forth on my from which The Cessna 150-152 Club cannot warranty or accept responsibility as to it's legality, completeness, or technical accuracy. behalf to present me with the FAA Readers are reminded that Federal Air Regulations part 91 place primary responsibility for ensuring the airworthy condition of Wright Brothers Master Pilot 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 Award. Thank you, and kudos to regulations. everyone in the aviation industry Contacts: Telephone: (541) 772-8601 for their dedication and support Website: www.cessna150152.com over the years, for the milestones Email: Items for publication: [email protected] we achieved together as a Email: General Inquiries, Membership, Requests for team.” - Mort Brown Technical Materials,, etc:

3 Cessna 150-152 Pilot - Nov / Dec 2011

We would like to thank Sharon Brown, Mort’s wife, for so graciously allowing us to reproduce the text and images in this issue of Cessna 150-152 Pilot through which we will share with our readers some of the experiences and achievements of a man who was instrumental in Cessna’s leadership role and success in general aviation.

Mort recalls on the first run of the C- The spark plugs had been put in finger 140A, he was about 4 - 5 miles away tight, with the mag wires slipped onto from the plant, when the engine started them. Whoever installed the spark plugs missing on one cylinder. Mort turned had not checked to see if they were around to go back to the plant, when he snug. Due to the quality of the airplane, lost power in another cylinder. Mort was able get on the ground safely, Flying on 2 cylinders, Mort returned to which impressed a lot of people; besides the plant, landed, and taxied in. Mort being a great lesson! had the mechanic check the engine over.

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While production was going on for the covered and a 2 piece wing patterned C-140 and C-120, the model series after the Airmaster, but scaled up. The 190 & 195 were being developed. The Airmaster grossed out at 2250 lbs to prototype was developed in 1945. start out with, and ended up at 2300 lbs. The C-190 series was scheduled for 3300 lbs. Later on, Cessna de- cided to go to a 1 piece wing with a Mort flew the first production C-195 metal fuselage. flight on July 28, 1947, NC 4399N. The C-190s were equipped with 240 On October 29, 1947, Mort flew the HP Continental engines, while the C- first production C-190 flight, NC 195s were equipped with either 275 or 4368N. 300 HP Jacobs engines. The 190 - 195 production ran from about 1946 - 1955, with about 1200 in the series, of which Mort flew 850 first flights. (The C-190/195 was Mort’s favorite air- plane.) Included in the 195 series was the contract with the Air Corps, known as the LC126A. The Army Air Corps con- tracted about 15 LC126As, which were sent to Alaska for observation purposes. The Army Air Corps also contracted 160 of the LC126A for am- bulance airplanes. The LC126A was The original model C-190 incorpo- followed up by contracts with the rated a welded rounded oxygen Army Air Corps for 2 other versions, welded steel tubing fuselage, fabric B & C.

5 Cessna 150-152 Pilot - Nov / Dec 2011

The market demanded a lower priced air- Cessna Airplanes Flown by Mort (Partial List) plane, which resulted in the development of Cessna C-34 the C-170 fabric covered wing series. The Cessna C-37 C-170A came next, which was all metal, DC-6 straight hinge trailing edge flaps, equipped Cessna Airmasters: C-38, C-145, C-165 with the Continental 145 HP T-50 (AT-8, AT-17, UC-78) engine and a conventional rudder system. Cessna Cranes I & II The nominal price range was $8 - 12,000. C-120, C-140, C-140A C-150, C-152 C-170 A & B C-172, C-175, T41B (Mescalero) C-177, 177RG C-180 C-182 C-185 C-188 Agwagon C-190, C-195 C-205, C-206, C-207 C-210 C-310 A, B, C, D & U3A & B C-336, C-337, & O2A & O2B C-303, C-305, L-19A, TL19D C-321, OE-1 & OE-2 The C-170A had an all metal wing, re- designed tail surface, with more appealing Other Airplanes Flown (Partial List) flight characteristics. The C-170B was de- 4000 Great Lakes 2T signed with more dihedral and full trailing 1A edge flaps, Curtiss which reduced the landing speed quite con- Ryan B1 Kinner Sportster siderably. The wing flaps were slotted, Fleet Bi-lane 100 which contributed considerably and desira- Bach 3-CT-9 bly of more lift, for both take off and land- Waco F Wright J6-7 ing. Kinner Sportster Curtiss Robin Kinner Sport Wing Taylor Cub E-2 Ryan B5 Taylor Cub J-2 Travel Air C-4000 Waco UKC Douglas M2 Kinner Sportster Curtiss Robin Fairchild C-8 Stinson Jr Porterfield 70 Curitss Fledgling Fairchild 24 Stinson Detroiter Monocoup Travel Air 4D Monocoup 90 Stearman 6-P International F17 Waco YKX-6 Velie Monoprep Star E Cavalier

6 Cessna 150-152 Pilot - Nov / Dec 2011

Morton Brown’s logbook records the first flight of N5000A, the first production 172 (serial number 28000) on October 6, 1955.

Presented September 23, 2000

Although a picture may be worth a thousand words, these images barely scratch the surface of telling the story of this extraordinary aviator. Eddie Martin’s School of Aviation Diploma Solo Flight, November 18, 1931

Mort was awarded the FAA Wright Brothers Master Pilot Award on August 29, 2006, in front of his friends and peers. Presented September 21, 2003

7 Cessna 150-152 Pilot Nov / Dec 2011 Sporty’s Pilot Shop –A Featured Vendor Www.Sportys.com 1-800-776-7897

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8 Cessna 150-152 Pilot Nov / Dec 2011

Aviation Fun Answers on page 12

9 Cessna 150-152 Pilot - Nov / Dec 2011

is not an issue since I am already lined up with the cen- ter line. The second is that I am not smart enough to go Best of the Forum changing things at the last second. If I crab in a light wind and slip in a strong wind I have to start thinking X-Wind Landing by Wayne Westerman and that is not a good thing. The more that I repeat a process the more engrained it becomes and the better chance I have of doing it right. Landing is absolutely the most difficult phase of flight Airspeed Control—For a crosswind landing I always for both students and experienced pilots; the statistics add some airspeed on final...for two reasons: are very clear. The single most prevalent cause of land- ing accidents is wind. It is not much of a stretch in rea- 1. Wind normally means gust and a drop in wind veloc- soning to see that in order to be a safe pilot we need to ity will mean a drop in air speed and less lift, an un- practice landing with the wind blowing across rather pleasant thing close to the ground. Somewhere I was than down the runway. Airplanes are capable of trans- taught to add 50% of the gust value: wind at 20 gusting porting us into many and varied weather conditions. to 30 and (30-20)/2 equals 5. I probably add a bit more Even if crosswinds are rare where you normally fly, but I am usually too busy flying to really concentrate on sooner or later you are going to need to land in a cross- what the ASI is saying. wind. 2. Additional air speed provides more rudder authority which may be needed to maintain alignment in the slip. Let me assure you that I am not an expert in the subject. I don’t have any arithmetic for how much speed to add You also have my honest assurance that I am not a par- but if the rudder hits the floor that is a sure sign that I ticularly gifted or proficient pilot. However, where I am out of rudder authority and need to add a little speed. learned to fly and where I have flown for most of my Both speed and attitude adjustments are necessary com- flying career is blessed with wind, a lot of wind. To fly ing down final. Most likely the wind and turbulence will in this part of the country, and many others, learning to down near the runway. deal with wind is a simple necessity if an airplane is to have any utility. The necessity to learn to fly in the wind A little additional airspeed on final will not cause much is much like learning to fly on instruments, They are or any increase in landing distance because in addition both necessary to provide utility for travel in an air- to the crosswind vector there will also be a head wind plane, and the skills for both are accomplished through vector to slow the airplane’s ground speed. study and practice; a lot of practice. Flaps-If the crosswind is greater than 10 or 15 knots I I am going to share some of what I have learned from use little or no flaps. I use flaps for additional lift and several hundred crosswind landings. I do not assert that reduce the landing airspeed. In a stiff cross wind what I my methods are the best; only that they have served me want to happen is to fly the plane onto the runway and well for a long time. then quit flying as soon as possible after all the wheels are down. Crab or Slip-There should be no controversy about the merits of either method of crosswind landings; they are Runway Alignment- As with any good landing I try to both the same. The only difference is where the transi- keep the plane straight with the runway and on the cen- tion from the crab to the slip occurs. In what is called terline. This gives me the greatest margin for dealing the Slip method the side slip begins out on the final ap- with gusts; if a strong gust hits the plane I have half of proach. In the Crab and Kick Out method the transition the runway to get more upwind control cranked in, if the from crab to slip occurs at or during the flair. wind subsides abruptly and I have to take out some up- wind control I will have half of the runway to deal with I do crab on final, just not for very long. I like to get the it. airplane into a stabilized condition and do what it takes to maintain it until we are on the ground so I start the There are some who advocate landing diagonally across slip pretty far out on final, say a half mile to a mile. the runway to reduce the crosswind component. I have a couple of problems with this technique. First it calls for I have two problems with the “Crab and Kick Out” a spot landing on the downwind edge of the runway in method. First if the wind is stiff I am never sure that I what are apt to be some pretty tough conditions. I am will have enough rudder authority to kick out of the crab just not a good enough pilot to manage that. Second you and align the airplane with the runway, with the slip this start off the touch down near the dirt on one side of the

10 Cessna 150-152 Pilot - Nov / Dec 2011 runway and you are heading for the dirt on the other side of the runway. Unless the runway is very wide, like an old SAC base, that doesn’t leave much time to get the Classified Ads airplane slowed down, turned down the runway and un- der control. I am just not a good enough pilot to manage that in high winds with gusts. Aircraft For Sale: 1967-150G 2463.7TT 765.7SMOH Touch Down-I fly the airplane on to the runway; I don’t 13.7 STOH. 4 New ECI cylinders. 0-200. RT328T try to full stall the plane. Once the plane stalls I have Navcom, TKMX11 com, PSI Engineering PMID0016 lost most if not all aerodynamic control and I want to be Intercom. Garmin 295 GPS, Garmin320A transponder, in control all of the time. wheel pants, EZ Heat Pad. 4 Point Harnesses. New seat rails. New mains. New nose tire. Full Flow oil filter. In- When the upwind main touches I allow the downwind terior 7, Exterior 7. Always hangared. Never a trainer. main to ease onto the runway. Then I allow the nose No damage history. All logs. Well maintained. Good, wheel to ease down. I don’t let the nose wheel drop but clean, reliable and FUN airplane. Debra (479) 527-6929 get it on the runway as soon as possible; I will be out of [email protected] $22,500.00 (Arkansas) http:// rudder soon after landing and will need the nose wheel debradubois.com/Site/3316Juliet.html Club Member for directional control. Aircraft For Sale: 1967-150G 4972TT 255SMOH The good news is that with a crosswind, in addition to Narco MK12D TSO transceiver, King KT76A trans- the crosswind component trying to push us off of the ponder. Vertical card compass. Auto gas STC. Bracket runway, the headwind component will slow us down. Air Filter STC. Last annual 9/2011. New tires installed at annual. All compressions in the high 70's. Polished Taxing-Just because all of the wheels are on the ground aluminum ext. Leather look int. New carpet in 2010. doesn’t mean that I am through flying. I use the old tail Hoerner wing tips. Beautwful plane with sports car like dragger techniques for taxing in the wind; dive into the int. See pictures at Henry Muyshondt emuy- wind and climb away from the wind. The 150 Owner’s [email protected] $18,500.00 (Lago Vista, TX) http:// Manual suggest neutral elevator when taxing into the flickr.com/photos/96407163@N00/ Club Member wind but I prefer to push the yoke forward into the wind and pull back on the yoke with the wind behind me. And Aircraft For Sale: 1967-150G 3588TT 360SMOH No of course turn the ailerons into the wind. I continue to corrosion. Logs since day one. Have purchased a 172 so, fly the airplane all the way to the chocks or hanger. sadly, am going to sell my 150. Radios are a 300 nav/ com and a brand new Narco AT-165 transponder w/ The strongest tailwind that I’ve ever taxied a 150 in was mode C. The loran is still in the panel; can be removed around 45 knots. and replaced by new owner. Has an external oil filter and a Niagra sprag clutch. Annual 3/11. This is a very I NEVER land with a tailwind component, ANY tail- clean good flying 150. Rodney Wren (580) 513-8253 wind component, even if it means going to another air- [email protected] $$20,000 (Oklahoma) Club Member port. Aircraft For Sale: 1975-A150M - Taildragger 2790TT I NEVER takeoff with a tailwind component, no matter 725SMOH 110 STOH with new Millenium Cylinders. how far I have to taxi. Once was enough. Texas Taildragger conversion, 7.00x6 6-ply tires, Mi- chel 300MX Digital Nav/Com, RT359A XPNDR, Gar- The only way that I know to learn to land in crosswinds min 196 in AirGizmo dock, PS Engineering intercom. is to do it. Start off with mild conditions (with an in- New last 4 years: new windshield, carpet, rollers & structor that has made a bunch of crosswind landings), washers, all bearings and bushing in tail and rudder, get comfortable and move on up stronger crosswinds in BAS Tail Pull Handle, TFL Oil Filter Kit, Oil Pan gradual steps until you are satisfied that you can handle Heater, Belly Drain, Corrosion X treatment, brake pads, about anything that Mother Nature and throw at you. I rudder stop AD kit, Annualed January 2011. Former think that you will be surprised at how quickly you will Pima Air Museum Display Aircraft. Hangared. Lots of come along. It isn’t hard it just takes practice. fun to fly but I don't need 2 airplanes. Great mechanical condition, original paint. Mike Dann (785) 841-0703 Happy crosswind landings! - [email protected] $26,900.00 (Kansas) Club Mem- Wayne Westerman ber

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Cessna CG-2 Glider

In 1930, the Cessna Aircraft Company offered the public a chance to fly. For the price of $398, a CG-2 glider could be bought by catalog. The CG's design was based on German primary gliders used to train pilots after World War I. The CG could be pulled by automobile, aircraft, or could be launched to flight speed by a slingshot-like device off a hill or ridge. The Museum's CG-2 was purchased in 1930 by ten members of the Yakima Glider Club. The glider cost $400 and was flown by the club for ten years.

To keep his aircraft manufacturing company alive in hard times, be- gan to sell small and simple aircraft such as the CG-2. Designed and built with his son, Eldon, the little sport glider became the basis for many other small Cessna air- craft including the CPG-1, a powered glider; the CS-1, a sailplane; and the EC-2, a tiny one-place mono- plane. Sadly, sales of the CG-2 and its offspring could not save the Cessna Company from closing for three years during the 1930s.

12 Cessna 150-152 Pilot - Nov / Dec 2011

Sept / Oct 2011 Accidents the two airplanes depart. As the pilot approached the runup area and slowed the airplane, his passenger be- Important: The Cessna 150-152 club publishes these gan waving his hands. The Starduster then impacted accident reports in the hope that readers will consider the Cessna. the role that each pilot’s decisions played in the outcome and learn from the experiences of others. According to the flight instructor in the Cessna, he These reports are solely based on preliminary NTSB was conducting a flight review. They were parked in reports which may contain errors. They have been the runup area completing a runup. He looked up edited for clarity. They are not intended to judge or from the instruments and saw the Starduster taxiing reach any definitive conclusion about the ability or toward the Cessna. Shortly thereafter, the propeller of capacity of any person, aircraft, or accessory. the Starduster impacted the outer portion of the Cessna's right wing, resulting in substantial damage. Sept / Oct 2011 Stats: 7 Airplanes, 10 Persons, 9 Uninjured, 0 Minor Injury, 0 Serious Injury, 1 Fatality. NTSB Identification: WPR11CA473 14 CFR Part 91: General Aviation NTSB Identification: WPR11LA443 Accident occurred Thursday, September 29, 2011 in 14 CFR Part 91: General Aviation Scappoose, OR Accident occurred Tuesday, September 06, 2011 in Probable Cause Approval Date: 12/01/2011 Redlands, CA Aircraft: , registration: 6308Q Aircraft: CESSNA 152, registration: N4649L Injuries: 1 Uninjured. Injuries: 2 Uninjured. According to the student pilot, while on final ap- proach, the airplane was slow, and she added power On September 6, 2011, a Cessna 152, N4649L, while reducing the pitch. When the airplane reached landed hard on runway 26 at Redlands Municipal the runway, it was higher than normal, so she re- Airport (REI), Redlands, California. Accelerated 360 duced the power to idle. The airplane bounced upon operated the airplane as an instructional flight. The touchdown. During the third bounce, the propeller certified flight instructor (CFI) and student were not impacted the runway. A post accident examination injured. The airplane sustained substantial damage to revealed several bent longerons and deformation of the left wing. Visual meteorological conditions pre- the firewall. The student pilot reported no preimpact vailed. mechanical malfunctions or failures with the airplane that would have precluded normal operation. NTSB Identification: WPR11LA477B The National Transportation Safety Board determines 14 CFR Part 91: General Aviation the probable cause(s) of this accident as follows: The Accident occurred Saturday, September 24, 2011 in student pilot's improper flare, which resulted in a Salt Lake City, UT bounced landing from which she was unable to re- Aircraft: CESSNA 152, registration: N6357Q cover. Injuries: 4 Uninjured. The student pilot submitted a written statement. After departing to a nearby airport for solo landing prac- On September 24, 2011, at 1700 mountain daylight tice, she determined the appropriate landing direction time, a Starduster II SA-300, N23UT, collided with a to maintain consistency with the other traffic at the Cessna 152, N6357Q, while taxiing to the runup area airport. While on final, the airplane was slow and the at South Valley Regional Airport, Salt Lake City, student added power while reducing the pitch. When Utah. The Starduster sustained minor damage and the the airplane reached the runway, it was higher than Cessna sustained substantial damage. There were no normal, she reduced the power to idle, and the air- injuries to the occupants of either airplane. Visual plane bounced three times. During the bounces, the meteorological conditions prevailed. propeller impacted the runway. Post accident exami- nation revealed several bent longerons and deforma- The pilot in the Starduster indicated that visibility tion of the firewall. The student reported no preim- from the airplane is limited and the airplane was not pact mechanical malfunctions or failures with the air- equipped with a radio. As he taxied to the runup area plane that would have precluded normal operation. he saw two airplanes in the runup area. He then saw

13 Cessna 150-152 Pilot - Nov / Dec 2011

NTSB Identification: ERA12LA009 When the airplane was approximately 5 miles from 14 CFR Part 91: General Aviation the airport at an altitude of 2,600 feet, he applied full Accident occurred Wednesday, October 05, 2011 in carburetor heat and the engine "almost died." The pi- Punta Gorda, FL lot immediately turned off the carburetor heat and the Aircraft: CESSNA 150L, registration: N11280 engine began to run rough. The engine RPM contin- Injuries: 1 Uninjured. ued to deteriorate and the pilot made a forced landing to a recently plowed cotton field and subsequently On October 5, 2011, at 1055 eastern daylight time, a flipped over. Cessna 150L, N11280, experienced a partial loss of engine power while approaching to land and collided Inspectors with the Federal Aviation Administration with the airport perimeter fence at Punta Gorda Air- (FAA) performed an post accident examination of the port (PGD), Punta Gorda, Florida. The airplane sus- airplane and the engine. According to the inspectors, tained structural damage to the airframe and wings. the airplane's vertical stabilizer, rudder and the fire- Visual meteorological conditions prevailed. The pri- wall sustained substantial damage. The nose landing vate pilot was not injured. The flight originated from gear was displaced aft and both wings exhibited im- Winter Haven's Gilbert Airport (GIF), Winter Haven, pact damage. Fuel was found in the fuel lines to the Florida, at 1000. gascolater and also in the gascolator and carburetor bowls. This fuel was blue in color and absent of de- According to the pilot, he departed GIF on a short bris and water. Compression and valve train continu- cross country flight to PGD. The flight was unevent- ity were established to each cylinder via manual rota- ful and as he approached PGD he entered the down- tion of the propeller and spark was produced to each wind for runway 09. He reduced the power in the ignition lead. downwind leg of the traffic pattern and turned to the base leg. While turning to the final leg, the pilot re- Weather at Natchez-Adams County Airport (HEZ), duced the throttle to idle. While on final, the engine Natchez, Mississippi, about 11 miles east of the acci- lost partial power and the airplane landed short of the dent site, at 1635, was reported as wind from 140 de- runway. grees at 10 knots, visibility 10 miles, few clouds at 6,500 feet, scattered clouds at 8,500 feet, temperature Examination of the airplane revealed that the fuselage 29 degrees Celsius, dewpoint 16 degrees Celsius, and and wings were buckled. The airplane was recovered a barometric pressure setting of 30.12 inches Hg. for further examination. NTSB Identification: ERA12FA051 NTSB Identification: CEN12LA015 14 CFR Part 91: General Aviation 14 CFR Part 91: General Aviation Accident occurred Thursday, October 13, 2011 in Accident occurred Friday, October 07, 2011 in Vi- Moncks Corner, SC dalia, LA Aircraft: CESSNA 150F, registration: N3086X Aircraft: CESSNA 150L, registration: N642EZ Injuries: 1 Fatal. Injuries: 1 Uninjured. On October 13, 2011, at an unknown time, a Cessna On October 7, 2011, at 1640 central daylight time, 150F, N3086X, was substantially damaged when it N642EZ, a Cessna 150L, sustained substantial dam- impacted trees and terrain at Berkeley County Airport age during a forced landing to a field after a loss of (MKS), Moncks Corner, South Carolina. The certifi- engine power while on approach to Concordia Parish cated private pilot was fatally injured. No flight plan Airport (0R4), Vidalia, Louisiana. The commercial had been filed for the personal flight. pilot, the sole occupant, was not injured. The airplane was registered to and operated by a private individual There were no witnesses to the accident; however, for the flight that originated at Cleveland Municipal there was a witness to the pilot's activities prior to Airport (RNV), Cleveland, Mississippi, about 1450. starting the airplane. That witness stated that he saw Visual meteorological conditions prevailed . the pilot park his car near the hangar that housed the In a telephone interview, the pilot said he departed airplane, untie it, and pull it out of the hangar. Then, with 16-18 gallons of fuel and the flight was normal as the witness was leaving the airport, he saw the pi- until he initiated a descent for his approach to land. lot get into the airplane. The witness also noted that

14 Cessna 150-152 Pilot - Nov / Dec 2011 the sun had gone down, but it was not quite dark * Great Stuff In Our Store * when he left. Description Quan Price ea Subtotal The wreckage was discovered on October 27, 2011, Primer O-Ring Kit 9.95* in a level wooded area about 60 feet outside the northwest airport perimeter fence, approximately Blue Sky Door Latch Kit (Pair) $45.95*

2,440 feet from the approach end of runway 5. Initial Cig-Pen Pen& Flashlight Holder $25.95* tree cuts were consistent with an approximately 45- Pilot Light Pro (Circle Desired Color) $130.95* degree right-wing-down turn toward a 330-degree Red, Green, Blue heading. Map Light Pro $80.95*

The airplane came to rest wedged between several trees, with the wings, left wing up, right wing down, nearly vertical. About 8 feet from the right wing tip, Book: Owning Buying or Flying the $31.90* where the wing was in contact with the ground, it was Cessna 150/152 By Mike Arman bent about 90 degrees toward, and under the fuselage. MT101 STC Belly Drain $53.45* The fuselage came to rest approximately parallel to, For 1966-1985 C150-152’s and about 5 feet above the ground. MT101-1 STC Belly Drain $53.45* For 1959 - 1965 C150’s All components of the airplane were located at the ac- Aerotech Fuel Dip Gauge 150-152 $20.90 cident site, and flight control continuity was con- Standard 13 gal tanks. Shipping incl. firmed to all flight control surfaces. The flaps were Fuel Dipstik for C150 with 19 gal tanks $32.00* confirmed extended to about 15 degrees by measure- Free Personalization. Available for Liters ment of the flap actuator drive screw.

The engine firewall was deflected upward. The fuse- Fuel Dipstik for C152 with 19 gal tanks $32.00* Free Personalization. Available for Liters lage and empennage remained intact and were wrin- kled and dented. Both wings exhibited leading edge, Order Total: aft crushing. The elevator, horizontal stabilizer, rud- * prices include shipping in the USA. For all other countries email der, and vertical stabilizer remained attached at all at- [email protected] or see club online store for rates. tachment points. The vertical stabilizer exhibited See color photos of these and additional C150-152 items at leading edge impact damage while the leading edges www.cessna150-152.com then click on the Store. of the horizontal stabilizers were not damaged. For Personalized Items: include a note with your order for individual assistance email [email protected] The propeller remained attached to the propeller hub. One blade was missing the propeller tip, and exhib- Check or Money Order Enclosed ited s-bending and leading edge damage. The other Visa / MasterCard / Discover / American Express blade exhibited slight aft bending. Account #______Exp ______

The engine remained attached to the fuselage. Crank- shaft continuity was confirmed to the accessory sec- Signature ______tion of the engine by hand-turning the propeller. Compression was obtained on three of the four cylin- Name ______ders with the fourth cylinder exhibiting impact dam- Phone#______(required for Credit Cards) age. Spark was obtained on all towers of the magne- tos. The presence of fuel was confirmed in the right Billing Address______fuel tank, fuel lines, and carburetor. ______

The field examination of the airframe and powerplant To Fax In the Form Call First: 541-772-8601 revealed no preimpact mechanical anomalies that Cessna 150-152 Club P.O. Box 5298 would have precluded normal airplane operation. Central Point, OR 97502

15 The Cessna 150-152 Club PO Box 5298 Periodicals Postage Central Point, OR 97502 PAID Medford, OR 97501 USPS 721970

A caricature of Mort featured in a 1946 Cessquire issue.