Cessna 150-152 PilotFinest 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.,

ISSN 0747- 4712

www.cessna150152.com

Official Newsletter of the Cessna 150-152 Club.

Cessna 150-152 Pilot

2 Gadgets You Need But you may not know it. 4 When The Music Stopped A brief history lesson. 8 Stars In Aviation Celebrities fly too. 9 NTSB Reports Learn by example

January / February 2013 Volume 33 Number 1

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Cessna 150-152 Pilot - Jan / Feb 2013

It seems like something “new” is being introduced almost daily in the world as we know it – this mind blowing technocracy of ours. Most of these prod-ucts are really just the newest versions of things that have been around for quite awhile. This is es-pecially true with avionics or other components le-gally usable with certified aircraft. Due to the in-sane cost of jumping through hoops to make the FAA happy enough to grant their approval, much of the progress towards affordable new avionics and instrumentation has been aimed at the experi-mental market rather than the traditional certified market. Dynon D1 Pocket Panel One of the most innovative companies in the “Glass Panel” business is Dynon. This is a company that started out strong with a dy-namite product for the ex-perimental crowd, and has consistently expanded and improved their offer-ings to now include the D1 Pocket Panel. This is just one of the coolest little packages, as portable as any handheld GPS, nav/com, etc. at 3.5”x 3.25”x 1”, and includes, among several other items a DC adapter that will plug into ship’s power (12v cig receptacle). I don’t know if you can plug it into 28v. The D1 is an EFIS (Electronic Flight Information System)…we love our acronyms don’t we? The advertised features included are: Dynon proven MEMS based attitude sensors Accurate pitch and roll info: A true artificial horizon Internal Li-Ion battery for hours of portable use Internal GPS to provide Ground Speed, GPS alti-tude, Tracking (heading), and GPS vertical speed. Turn rate Slip / skid ball Dimmable screen for night flying No doubt every mail order aircraft supply house is or will be carrying this portable wonder box, but the going price at one of the suppliers known to be very competitive is currently $1425.00

What I’ve long been awaiting is affordable, port-able, Synthetic Vision. Affordable and portable is a very tall order, but there’s no doubt in my mind that we’ll be seeing it in the not too distant future. Com-panies such as Dynon are working tirelessly to bring quality products to market that are within the financial reach of as many pilots as possible. Fuel Computers If you’ve never flown with a Fuel Computer, you have no idea how badly you need one Over the past 20 years or so I could probably count the number of Cessna 150s I’ve seen sporting fuel computers on my fingers, with no need to proceed on to the toes. In a way this flies in the face of rea-son when you consider the number of Cessna 150s that have been involved in accidents due to fuel exhaustion. Having used one for many years I can just about guarantee that if you were to install one of these little guys in your panel it would quickly rise to-wards the top of your short-list of must-have instru-ments. Even though the one I used was a very old Davtron unit, it was amazingly and consistently ac-curate, always within a fraction of a gallon at fill-ups. All mine did was display current GPH and gal-lons used since you reset the meter. The newer computers do much more than the old Davtron, but I’d venture a guess that most pilots ignore many of the available functions. The two units that come to mind, from a budgetary

and quality standpoint, are the JPI Fuel Scan 450 and the Electronics International FP-5. You’d want to shop around, but both of these instruments sell in the $500 range and both are of the highest qual-ity. Take my word for it when I say you really don’t know what you’re missing until you’ve had the lux-ury of the information provided by a fuel computer!

Must-Have Gadgets You didn’t know you need!

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

Cessna 150-152 Pilot (ISSN 0747-4712) is published bimonthly, by The Cessna 150-152 Club, 3492 N. Foothill Rd., Medford, OR 97504 Periodicals Postage paid at Medford, OR 97501, USPS 721970.

Annual Postal Subscriptions are $45, also available as an electronic internet based subscription for $35. Copyright ©2011. All rights reserved. Reproduction in whole or part without permission is prohibited.

Postmaster, Send change of address to: Cessna 150-152 Club, PO Box 5298 Central Point, OR 97502 The information presented in this publication is from multiple sources from which The Cessna 150-152 Club cannot warranty or accept responsibility as to it's legality, completeness, or technical accuracy. Readers are reminded that United States Federal Air Regulations part 91 place primary responsibility for ensuring the airworthy condition of an aircraft on the owner and or operator. Any person who maintains, modifies, or otherwise changes an aircraft must do so in accordance with the manufacturer's recommendations and applicable FAA regulations. Contacts: Telephone: (541) 772-8601 Website: www.cessna150152.com Email: Items for publication: [email protected] Email: General Inquiries, Membership, Requests for Technical Materials,, etc: [email protected]

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The Day the Music Died, dubbed so by Don McLean’s song "American Pie", was an aviation accident that occurred on February 3, 1959, near Clear Lake, IA, killing rock and roll musicians Buddy Holley, Ritchie Valens, JP “The Big Bop-per” Richardson, and the pilot, Roger Peterson. Af-ter terminating his partnership with The Crickets,

Buddy Holly had assembled a new band consisting of Waylon Jennings, Tommy Allsup, and Carl Bunch, to play on the '"Winter Dance Party" tour. The tour also featured rising artist Ritchie Valens and Big Bopper Richardson, who were promoting their own recordings as well. The tour was to cover 24 Midwestern cities in three weeks. The distance between venues, and the conditions

prevalent aboard the poorly equipped tour buses, ad-versely affected the performers. Cases of flu spread among the band members, and Holly's drummer was hospitalized due to frostbite. Frustrated by the con-ditions, Holly decided to charter a plane when they stopped for their performance in the Surf Ballroom in Clear Lake, Iowa, to reach their next venue in Moorhead, Minnesota. Carroll Anderson, owner of the Surf Ballroom, chartered the plane from the Dwyer Flying Service. Richardson, who was af-fected by the flu, swapped places with Waylon Jennings, taking the latter's place on the plane, while Tommy Allsup lost his place to Ritchie Valens on a coin toss. Dion DiMucci, of Dion and the Belmonts, decided not to board the plane for the $36 fee. The investigation of the incident determined that soon after takeoff, a combination of poor weather conditions and pilot error caused spatial disorienta-tion that made pilot Roger Peterson lose control of the plane. Hubert Dwyer, owner of the flight service company, could not establish radio contact and re-ported the aircraft missing the next morning. He took off in his own Cessna 180 and spotted the wreckage less than six miles northwest of the air-port in a cornfield. He notified the authorities who dispatched Deputy Bill McGill, who drove to the wreck site and found the bodies of the passengers and pilot. They were later identified by Carroll Anderson. Buddy Holly terminated his association with The Crickets and his manager Norman Petty during a re-union in Lubbock, Texas, on November 3, 1958. For the start of the "The Winter Dance Party" tour, he assembled a band consisting of Waylon Jennings (bass), Tommy Allsup (guitar), and Carl Bunch (drums). The tour was set to cover 24 Midwestern cities in as many days. New hit artist Ritchie Valens, J. P. "The Big Bopper" Richardson and Dion DiMucci, joined the tour to promote their re-cordings and make an extra profit. The tour began in Milwaukee, Wisconsin, on Janu-ary 23, 1959. The amount of travel created a logisti-cal problem with the tour. The distance between venues had not been considered when scheduling each performance. Adding to the disarray, the tour bus was not equipped for the weather. Its heating system broke shortly after the tour began, in Apple-

The Day the Music Died

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ton, Wisconsin. While flu spread among the rest of the performers, Holly's drummer, Carl Bunch, was hospitalized in Ironwood, Michigan, for severely frostbitten feet. The musicians replaced that bus with a school bus and kept traveling. As Holly's group had been the backing band for all of the acts, Holly, Valens, and Dion DiMucci took turns play-ing drums for each other at the Green Bay, Wiscon-sin, and Clear Lake, Iowa, performances. On February 2, the tour arrived in Clear Lake, where they were to play at the Surf Ballroom. The venue had not been a scheduled stop, but the tour promoters, hoping to fill an open date, called Surf Ballroom manager Carroll Anderson and offered him the show. He accepted and they set the show for Monday, February 2. By the time Holly arrived at the venue that Monday evening, he was frus-trated with the tour bus. Holly decided to charter a plane to take him to the next stop in Moorhead, Minnesota, to avoid traveling in the bus, and to have enough time to do laundry. Carroll Anderson called Hubert Dwyer, owner of the Dwyer Flying Service, a company of Mason City, Iowa, to charter the plane to get to Fargo, North Dakota. Flight arrangements were made with Roger Peterson, a 21-year-old local pilot. The fly-ing service charged a fee of $36 per passenger for

the single-engined, 1947 Beechcraft Bonanza 35 (V-tail). The Bonanza sat three passengers and the pilot. Richardson had contracted flu during the tour and asked Waylon Jennings for his seat on the plane. When Holly learned that Jennings was not going to fly, he said in jest, "I hope your ol' bus freezes up." Jennings responded, "Well, I hope your

ol' plane crashes," a humorous but ill-fated response that haunted Jennings for the rest of his life. Ritchie Valens, who had once had a fear of flying, asked Tommy Allsup for his seat on the plane. All-sup and Valens decided to toss a coin to decide. Bob Hale, a DJ with KRIB-AM, was working the concert that night and flipped the coin in the ball-room's sidestage room shortly before the musicians departed for the airport. Valens won the coin toss for the seat on the flight. Dion had been approached to join the flight, although it is unclear exactly when he was asked. Dion decided that since the $36 fare (approximately $270 in today's money) equaled the monthly rent his parents paid for his childhood apartment, he could not justify the indulgence. When the show ended, Carroll Anderson drove Holly, Valens, and Richardson to the airport. The plane departed from the ramp and taxied to then-Runway 17 at around 12:55 a.m. Central Time on

Tuesday, February 3. The weather report indicated light snow with a ceiling of 5,000 feet and winds from 29 to 37 mph. Though there were indications of deteriorating weather along the route, the weather briefings Peterson received failed to relay the information. The Civil Aeronautics Board (CAB)—an agency later replaced by the National Transportation Safety Board (NTSB)—investigated the crash. The results of the CAB investigation sug-gest that, soon after takeoff, Peterson became dis-oriented due to the unfamiliar way the attitude indi-cator in the aircraft functioned, combined with an inability to find a point of visual reference on a star-less night with no visible lights on the ground. He lost control of the plane when the tip of the right

1947 Bonanza similar to the crashed aircraft

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wing hit the ground. The aircraft tumbled across a bean field belonging to Albert Juhl. The Bonanza was at a slight downward angle and banked heavily to the right when it struck the ground at around 170 mph. The plane tumbled and skidded another 570 feet across the frozen landscape before the crumpled wreckage came to rest against a wire fence at the edge of Juhl's property. Dwyer, the owner of the plane and the flight ser-vice company, who had witnessed the takeoff, de-cided to establish radio contact, but all attempts were unsuccessful. The next morning, when Hector Airport in Fargo, North Dakota, had not heard from Peterson, Dwyer contacted authorities and reported the aircraft missing. Dwyer took off in his Cessna 180 and flew Peterson's intended route. Within minutes he spotted the wreckage less than six miles northwest of the airport.The Sheriff's office dis-patched Deputy Bill McGill, who drove to the wreck site. The bodies of Holly and Valens lay near the plane. Richardson's body was thrown over the fence and into the cornfield of Juhl's neighbor Oscar Moffett. Peterson's body was entangled in the plane's wreckage. With the other participants on "The Winter Dance Party" enroute to Moorhead, it fell to Surf Ballroom manager Carroll Anderson, who drove the musicians to the airport and wit-nessed the plane's takeoff, to make positive identi-fications of the musicians. The county coroner Ralph Smiley declared that all four had died in-stantly from "gross trauma" to the brain.

Civil Aeronautics Board investigators concluded that the crash was due to a combination of poor weather conditions and pilot error, resulting in spa-

tial disorientation. Peterson, working on his instru-ment rating at the time, was still taking flight in-strumentation tests and was not yet certified for flight into weather that required flying solely by instruments rather than by his own vision. The final Civil Aeronautics Board report noted that Peterson had taken his instrument training on airplanes equipped with an artificial horizon attitude indica-tor and not the far-less-common Sperry Attitude Gyro the Bonanza was equipped with. Peterson had also failed his instrument checkride shortly before the incident. Critically, the two instruments display aircraft pitch attitude but depict such information in a visual manner opposite of one another; therefore, the board considered that this could have caused Peterson to think he was ascending when he was, in fact, descending. They also concluded that Peter-son did not receive adequate warnings about weather conditions that, given his known limita-tions, might have caused him to postpone the flight out of prudence. In 2007, Richardson's son had his father's body ex-humed and an autopsy performed to verify the original finding. This was done, in part, because of the long-known discovery of Holly's .22 caliber pistol by Juhl in the cornfield two months after the wreck. This gave rise to the question of whether an accidental firearm discharge had caused the crash, and whether or not Richardson was not hurt as badly and tried to crawl for help, since his body was found farther from the crash site. William M. Bass undertook the procedure and confirmed Smiley's original report. The body of Richardson was well preserved, but showed "massive fractures from head to toe" confirming that he, too, had died on impact. Holly's wife María Elena, watched the first reports of his death on television. Pregnant and a widow after six months of marriage, she miscarried the next day, reportedly due to psychological trauma. His mother, who heard the news on the radio in Lubbock, Texas, collapsed. Because of María Elena's miscarriage, the authorities, in the months following, implemented a policy against announc-ing victims’ names until after families are in-formed. María Elena Holly did not attend the fu-neral, and has never visited the gravesite. She later

Buddy’s glasses recovered from the crash

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told the Avalanche-Journal: "In a way, I blame my-self. I was not feeling well when he left. I was two weeks pregnant, and I wanted Buddy to stay with me, but he had scheduled that tour. It was the only time I wasn't with him. And I blame myself be-cause I know that, if only I had gone along, Buddy never would have gotten into that airplane. Waylon Jennings and Tommy Allsup continued the tour for two more weeks, featuring Jennings as the lead singer. Meanwhile, Holly's funeral was held on February 7, 1959, at the Tabernacle Baptist Church in Lubbock. The service was officiated by Ben D.

Johnson, who had presided at the Hollys' wedding just months earlier. The pallbearers were Jerry Alli-son, Joe B. Mauldin, Niki Sullivan, Bob Montgom-ery, Sonny Curtis and Phil Everly. Holly's body was interred in the City of Lubbock Cemetery. His headstone carries the correct spelling of his sur-name (Holley) and a carving of his Fender Strato-caster guitar. The first song to commemorate the musicians was Three Stars by Eddie Cochran. The accident was later the subject of the 1971 Don McLean song American Pie. The song dubbed it in popular cul-

ture as "The Day The Music Died," which for McLean, symbolized the "loss of innocence" of the early rock-and-roll generation. In 1988, Ken Paquette, a Wisconsin fan of the 1950s era, erected a stainless steel monument that depicts a guitar and a set of three records that bear the names of each of the three performers. The monument is on private farmland, about one-quarter mile west of the intersection of 315th Street and Gull Avenue, five miles north of Clear Lake. A large plasma-cut-steel set of Wayfarer-style

glasses, similar to those Holly wore, sits at the ac-cess point to the crash site. Paquette also created a similar stainless steel monument to the three musi-cians that is located outside the Riverside Ballroom in Green Bay, Wisconsin, where Holly, the Big Bopper, and Valens were to play on the night of February 1, 1959, but was cancelled due to further problems with the bus. This second memorial was unveiled on July 17, 2003. In February 2009, a new memorial made by Paquette for pilot Roger Peter-son was unveiled at the crash site. A road originat-ing near The Surf Ballroom and extending north past the west of the crash site is now known as Buddy Holly Place. Although many in the entertainment industry have had their careers abruptly ended by aircraft crashes, this is by far one of the most famous accidents of them all. Let it reinforce in spades what we already know about weighing our need to get someplace against the conditions at hand.

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Gene Autry (Sep 29, 1907). Film actor, singer ("The Singing Cowboy"), recording composer/producer. Learned to fly 1936, bought a Mono-coupe. USAAF in WW2 as C-46 pilot in CBI theater flying The Hump, C-47 in N Africa. Flew his own post-war DC-3 for business and pleasure, also had Beech 18 [N80395]. Richard Bach (June 23, 1936). Author, screen-writer. Avid aviation advocate, sport and business pilot, barnstormer; military service in USAF as pilot 1956-62. Aircraft: too numerous to mention. Wallace Beery (Apr 1, 1885). Actor films and stage. Academy Award (1931). Commander in USNR. Sportsman pilot with Beech D17, Travel Air 6000, Stearman C3, Stinson SR-5, Stinson SR-7 Reliant, Travel Air 6000, others. Actively attended airport dedication ceremonies and similars in the '20s and '30s, was a backer of many events. Edgar Bergen (John Edgar Bergen) (Feb 16, 1903). Film actor, popular radio star as ventriloquist with dummy, Charley McCarthy. Sportsman pilot with Fairchild 24W (Museum of Flight, Seattle), Stinson 105, Taylorcraft BC-12, others. Jimmy Buffett (Dec 25, 1946). Singer, composer, actor, author; commercial license for land and sea-plane. Had Stearman and Grumman Albatross. Edgar Rice Burroughs (Sep 1, 1875). Author and creator of Tarzan of the Apes and prolific writer of many other books/films, producer; WW2 war corre-spondent. Soloed 2/12/34 at Clover Field, Santa Monica CA, and bought Security Airster S-1A [NC13746], christened Doodad. He signed up for flying lessons under the name of "Grainger Smith" so that his wife wouldn't learn of it and be worried. Johnny Carson (Oct 23, 1925). NBC tv host and personality, reportedly learned to fly and received his license, also reportedly in Nov 1963, but extent of aviation activity unknown. Roy Clark (Roy Linwood Clark) (Apr 15, 1933). Musician, singer; pilot licensed in 1998. Tom Cruise (Thomas Cruise Mapother IV) (July 3,

1962). Film actor. Pilots license in Canada 1994, USA commercial license 1998; owned a P-51 Mon-tana Miss. Robert Cummings (June 10, 1908). Actor in films and tv. WW2 CPT flight instructor, also USAAF service pilot. Sportsman pilot, flew familiar all-green Porterfield 35-70 Spinach and Cessna C-37 Airmaster Spinach II [NC18550], Lockheed 12. Cecil B DeMille (Aug 12, 1881). Film director, pro-ducer. Learned to fly from Al Wilson in a Curtiss JN-4, established DeMille Airport at Wilshire Blvd and Crescent (now Fairfax) Ave in Los Angeles (1918-22), as well as an adjacent second airfield and a third in Altadena, and Mercury Airlines (1921-22). John Denver (Henry John Deutschendorf Jr) (Dec 31, 1943). Singer, composer, actor. Sportsman pi-lot; died in a crash of his new experimental at Mon-terey CA, reportedly when he failed to switch fuel tanks. Michael Dorn (Dec 9, 1952). Film/tv actor; sports-man pilot; member USAF Aviation Heritage Foun-dation. Owned and flew F-86, Saberliner, T-33. Hugh Downs (Feb 14, 1921). Newscaster, tv per-sonality, announcer for Jack Paar tv shows, film/tv bit actor most often portraying himself. Sport and business pilot, licensed 1976 for balloon, aircraft, glider. Was a member of the NASA Advisory Coun-cil and chair of the Board of Governors of the Na-tional Space Society. Aviation films: exec producer and narrator for unreleased Richard Bach feature Clint Eastwood (May 31, 1930). Actor, sport and business pilot, licensed for helicopter/rotorcraft in 1989. Errol Flynn, reportedly had flying lessons from Paul Mantz c.1938, but no verification found. Harrison Ford (July 13, 1942). Film actor. Aircraft and helicopter ratings. EAA Young Eagles program chairman (2005). Morgan Freeman (June 1, 1937). Film actor. Li-censed private pilot, was USAF mechanic 1955-59. Ernest K Gann (Oct 13, 1910). Author, film screenwriter. USAAF ATC pilot in WW2, sport and business pilot. Continued on page 15

Stars In Aviation Famous People Who Do, or Have Shared Our

Passion for Aviation

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Puzzle Answers Page 15

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NTSB Identification: WPR12LA391 14 CFR Part 91: General Aviation

Accident occurred Monday, September 03, 2012 in Toledo, OR

Aircraft: CESSNA 150M, registration: N3700V Injuries: 1 Serious.

On September 3, 2012, about 0945 Pacific day-light time, a Cessna 150M, N3700V, sustained substantial damage during landing at the Toledo State Airport (5S4), Toledo, Oregon. The com-mercial pilot, the sole occupant of the airplane, sustained serious injuries. VMC prevailed. The local flight originated from Newport, Oregon, at 0930 with an intended destination of 5S4. The 94-year old pilot reported to a FAA inspector that following normal approach and landing on runway 31, a 1,750-foot long and 40-foot wide asphalt runway, the airplane veered to the right. The pilot said that he attempted to apply left rud-der, however, the rudder pedal would not move. Subsequently, the airplane exited the right side of the runway and struck a hangar. The pilot fur-ther reported to the inspector that he reduced the throttle before landing, and did not advance the throttle prior to impact with the hangar. Witnesses located adjacent to the accident site reported observing the accident airplane enter a normal final approach for runway 31. One wit-ness stated that the airplane “landed hard and fast” about 100 feet from the runway threshold, and started going to the right. Another witness stated that the airplane touched down fast near the approach end of the runway, bounced 5 to 8

feet in the air, begin to wobble, and touch back down. The witness said that the airplane trav-eled about 100 feet along the runway when it violently veered to the right. The witness added that the engine noise got louder just before the airplane exited the runway, and did not de-crease until the airplane came to rest in a ditch.

Examination of the airplane by an FAA inspector and a representative from Cessna Aircraft Com-pany revealed that both wings and the fuselage were structurally damaged. Examination of the airplanes flight controls, brake system, nose wheel steering system, and engine throttle con-trol revealed no evidence of any preexisting me-chanical malfunction or failure that would have precluded normal operation.

NTSB Identification: WPR12LA430 14 CFR Part 91: General Aviation

Accident occurred Monday, September 17, 2012 in Snohomish, WA

Aircraft: CESSNA 150F, registration: N8130F Injuries: 1 Minor.

This is preliminary information, subject to change, and

may contain errors. On September 17, 2012, about 1030 Pacific daylight time, a Cessna 150F airplane, N8130F sustained substantial damage after it collided with a fence during the landing roll at Harvey Field Airport, Snohomish, Washington. The pri-vate pilot, the sole occupant of the airplane, sus-tained minor injuries. The airplane was regis-tered to the pilot, and operated as a VFR cross-country flight. VFR conditions prevailed and the flight originated from Martin Field Airport, Col-lege Place, Washington, about 3 hours and 30 minutes before the accident. The pilot reported that during the landing roll he applied wheel brakes and the airplane swerved to the left. The airplane subsequently exited the runway and collided with an airport fence. Post accident examination of the airplane by a representative of the NTSB revealed structural damage to the right wing spar.

Sep/Oct/Nov/Dec 2012 Accidents

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. Sep/Oct/Nov/Dec Stats: 11 Airplanes, 18 Persons, 11 Uninjured, 3 Minor Injury, 1 Serious Injury, 3 Fatality

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NTSB Identification: ERA12LA574 14 CFR Part 91: General Aviation

Accident occurred Friday, September 21, 2012 in Corinth, MS

Aircraft: CESSNA 150G, registration: N8465J Injuries: 2 Minor.


may contain errors On September 21, 2012, about 1515 central day-light time, a Cessna 150G, N8465J, was sub-stantially damaged during a forced landing fol-lowing a total loss of engine power in cruise flight near Corinth, Mississippi. The certificated com-mercial pilot and a passenger received minor in-juries. VMC prevailed. According to the pilot/owner, the purpose of the flight was to return the airplane to his home in Oregon after he purchased it in Georgia. After receiving 2 hours of dual instruction in the air-plane, the pilot and his wife departed Paulding Northwest Atlanta Airport and leveled the air-plane in cruise flight at 4,500 feet. After approxi-mately 2 hours of flight, with "everything perfect," a loud report came from the engine compart-ment, the engine cowling shook violently, and the engine experienced a total loss of power. During the subsequent descent, the pilot at-tempted to restart the engine. The propeller con-tinued to windmill, but the engine did not restart. The pilot selected a soybean field for a forced landing, and during the landing roll, the landing gear became entangled with the crop. The air-plane then nosed over and came to rest inverted, and the pilot and his wife exited the airplane with minor injuries. The pilot held a commercial pilot certificate with ratings for airplane single engine land and instru-ment airplane. He reported 960 total hours of flight experience, of which 60 hours were in the accident airplane make and model. Examination of the airplane's engine and mainte-nance records was scheduled for a later date.

NTSB Identification: WPR12CA438 14 CFR Part 91: General Aviation

Accident occurred Tuesday, September 25, 2012 in St Johns, AZ

Probable Cause Approval Date: 12/19/2012 Aircraft: CESSNA 150, registration: N5892E

Injuries: 1 Uninjured.

The pilot was landing at a private dirt airstrip in gusting crosswind conditions. He reported that when he flared to land, the wind reversed; the air-plane subsequently swerved and collided with a dirt berm. The collision resulted in substantial damage to both wings and horizontal stabilizer. The pilot reported no preimpact mechanical mal-functions or failures with the airplane that would have precluded normal operations.

The National Transportation Safety Board deter-mines the probable cause(s) of this accident to be: The pilot's failure to maintain directional con-trol during landing in gusty crosswind conditions.

NTSB Identification: ERA12FA583 14 CFR Part 91: General Aviation

Accident occurred Saturday, September 29, 2012 in Fredericksburg, VA

Aircraft: CESSNA 150M, registration: N66246 Injuries: 2 Fatal.


may contain errors On September 29, 2012, about 1715 eastern daylight time, a Cessna 150M, N66246, operated by a private individual, was substantially dam-aged during impact with terrain, following an in-flight loss of control during initial climb from Shan-non Airport (EZF), Fredericksburg, Virginia. The commercial pilot and passenger were fatally in-jured. VMC prevailed. The owner of the airplane reported that he was a longtime friend of the accident pilot. The airplane was based at EZF and not flown often. The acci-dent pilot was allowed to borrow the airplane whenever he wanted; however, he only flew it for 2 hours during April 2012, and the accident flight. No other flight hours were accrued during 2012 and the last annual inspection was completed in November 2011. Although the accident pilot was also a certificated mechanic, no maintenance

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work was performed on the airplane prior to the flight or in 2012. According to a witness, who was a flight instruc-tor, he and a student pilot were practicing land-ings in another airplane at EZF. The flight instruc-tor heard the accident pilot report his intentions on the common traffic advisory frequency, which were to back-taxi on runway 6. Subsequently, during an approach, the flight instructor observed the accident airplane on departure from runway 6, about 100 feet above the trees. The accident airplane made a 90-degree left bank, and began to turn left until the nose descended and the air-plane disappeared behind terrain. Other wit-nesses, who were on the ground near the acci-dent site, reported seeing the airplane spinning as it descended. The wreckage was located at the end of a cul-de-sac, about 1,000 feet and 040 degrees from the departure end of runway 6 at EZF. The wreckage was oriented on a heading of 060 degrees, rest-ing vertically on the engine and leading edges of the wings. A handheld global positioning system receiver was recovered from the wreckage and forwarded to the NTSB Vehicle Recorders Labo-ratory, Washington, DC, for data download.

NTSB Identification: ERA13CA051 14 CFR Part 91: General Aviation

Accident occurred Sunday, October 21, 2012 in Se-neca Falls, NY

Aircraft: CESSNA 150L, registration: N1791Q Injuries: 2 Uninjured.

The pilot stated that he did not obtain any pre-flight weather briefing for the local flight. At the time of departure the wind was from 270 degrees at 9 knots, and after being airborne for about 1 hour 15 minutes, the wind picked up to 270 de-grees at 17 knots with gusts to 28 knots. At that time he elected to return to the departure airport, and selected to land on the grass runway desig-nated 28. He executed a normal traffic pattern, and on final approach with 20 degrees of flaps extended maintained 70 miles-per-hour. About the point he was “rounding out” a wind gust oc-curred raising the left wing. He immediately ap-plied left aileron and right rudder inputs, and lev-eled the wings, but at that time the airplane had drifted to the left. The left main landing gear went

into a ditch and the left wingtip was substantially damaged when it contacted corn crop adjacent to the runway. He further stated there was no preim-pact mechanical failure or malfunction of the air-plane or systems.


Accident occurred Sunday, October 21, 2012 in Manfield, ME

Aircraft: CESSNA 150H, registration: N7250S Injuries: 2 Uninjured.


may contain errors. On October 21, 2012, about 1330 eastern daylight time, a Cessna 150H, N7250S, was substantially damaged during a forced landing after takeoff from Mansfield Municipal Airport (1B9), Mansfield, Massachusetts. The certificated flight instructor (CFI) and a student pilot were not injured. Visual meteorological conditions prevailed. According to the CFI, the purpose of the flight was to practice takeoffs and landings at 1B9 and then proceed to a practice area for "aircraft familiariza-tion." The student performed the first landing to a full stop, the second landing attempted was aborted, and another traffic pattern was com-pleted. The CFI "assisted" the subsequent touch-and-go landing. The landing was successful, the flaps were retracted to 20 degrees, carburetor heat was closed, and full engine power was ap-plied. The airplane climbed as expected at 600 feet per minute and the flaps were retracted fully when the airplane climbed above treetop height. The CFI stated that when the airplane reached 250 feet above ground level, it "stopped climbing." He assumed control of the airplane, verified the position of the engine controls, and despite adjust-ing airspeeds between best-rate and best-angle-of-climb, the airplane continued to descend until it settled into trees off the departure end of the run-way, resulting in substantial damage to the em-pennage and tail sections. The airplane came to rest in the trees, and the occupants climbed down from the airplane uninjured. The CFI held a commercial pilot certificate with ratings for airplane single engine, multi-engine,

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and instrument airplane. He also held a flight in-structor certificate with a rating for airplane single engine. He reported 1,730 total hours of flight ex-perience, of which 53 hours were in the accident airplane make and model. The airplane was manufactured in 1967, and its most recent annual inspection was completed September 26, 2012, at 6,814 total aircraft hours. At 1352, the weather reported at Taunton Munici-pal Airport (TAN), 11 southeast of 1B9, included winds from 290 degrees at 10 knots, variable be-tween 270 and 330 degrees. There were scat-tered clouds at 4,800 feet with 10 miles visibility. The temperature was 10 degrees C and the dew point was 5 degrees C. An examination of the airplane's engine was scheduled for a later date.

NTSB Identification: CEN13CA031 14 CFR Part 91: General Aviation

Accident occurred Wednesday, October 24, 2012 in Carrollton, OH

Probable Cause Approval Date: 01/22/2013 Aircraft: CESSNA 150, registration: N5978E

Injuries: 2 Uninjured. According to the pilot, during the takeoff roll, two deer ran out onto the runway. The propeller struck one deer and the second deer was struck by the right horizontal stabilizer. The pilot was able to maintain control of the airplane and taxied back to the ramp without further incident. The empennage was twisted and partially separated at the aft bulkhead and the right horizontal stabi-lizer was crushed aft and bent up. The pilot re-ported that there were no mechanical anomalies with the airplane before the impact.

The National Transportation Safety Board deter-mines the probable cause(s) of this accident to be: The airplane’s collision with two deer during the takeoff roll.

NTSB Identification: CEN13FA045 14 CFR Part 91: General Aviation

Accident occurred Sunday, November 04, 2012 in Gothenburg, NE

Aircraft: CESSNA 150F, registration: N8375G Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors.

On November 4, 2012, about 1030 central stan-dard time, a Cessna 150F, N8375G, impacted ter-rain on final approach to runway 32 (3,300 feet by 250 feet, turf) at Quinn Field Airport (GTE), Goth-enburg, Nebraska. The student pilot sustained fa-tal injuries. The airplane was substantially dam-aged. Visual meteorological conditions prevailed for the flight. The local flight originated from GTE. The student pilot was conducting a solo instruc-tional flight in the airport traffic. He had reportedly conducted three landings without incident and was approaching for a fourth landing when the ac-cident occurred. The pilot’s flight instructor re-ported observing the initial three landings; how-ever, there were no witnesses to the accident. The airplane impacted an open grass area about 50 feet south of the runway 32 arrival threshold and came to rest inverted. A ground impact scar about 12 feet long by 3 feet wide was located 7 feet south of the airplane. The engine cowling was crushed upward at an approximate 45-degree angle. The forward fuselage, including the firewall, was deformed. The wings remained at-tached to the fuselage, with localized areas of damage to both wings. The fuselage was buckled aft of the rear cabin window. The upper/forward portion of the vertical stabilizer was crushed. The flight control surfaces remained attached to the airframe and continuity was confirmed to the cockpit controls. The engine remained attached to the airframe and the propeller remained attached to the engine. One propeller blade was bent for-ward about 90 degrees near the tip. The second propeller blade was bent aft about 20 degrees over the outboard three-quarters of the blade span. The nose landing gear separated from the airframe and was located near the ground impact scar. According to the pilot’s flight instructor, this was the student pilot’s second solo flight. The pilot’s initial solo flight occurred the day before the acci-dent; that flight consisted of one takeoff and land-ing. The student pilot had logged 13.7 hours total flight time, with 42 landings. The pilot’s solo flights were not included in the logbook.

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The nearest weather reporting facility was located at the Jim Kelly Field Airport (LXN) located about 19 miles southeast of GTE. At 1035, the LXN Automated Weather Observing System (AWOS) recorded conditions as: wind from 270 degrees at 4 knots; 10 miles visibility; clear sky; temperature 9 degrees Celsius; 3 degrees Celsius; altimeter 30.07 inches of mercury.

NTSB Identification: ANC13LA016 14 CFR Part 91: General Aviation

Accident occurred Thursday, December 13, 2012 in Juneau, AK

Aircraft: CESSNA 150C, registration: N1901Z Injuries: 2 Uninjured.

On December 13, 2012, about 1409 Alaska stan-dard time, a tailwheel-equipped Cessna 150C air-plane, N1901Z, sustained substantial damage while landing at the Juneau International Airport, Juneau, Alaska. The airplane was being operated as a VFR instructional flight. The student pilot, and the airline transport rated flight instructor (CFI) were not injured. Visual meteorological conditions prevailed. During a telephone conversation with the National Transportation Safety Board investigator-in-charge on December 14, the CFI stated that the accident flight originated at the Juneau International Airport, for a local flight to practice stop-and-go landings. At the time of the accident he was demonstrating a short field, three-point landing. He said that the touchdown was normal, but during the landing roll a gust of wind pushed the airplane, and it began to turn to the right. He applied left brake in an attempt to correct for the right turn, and the airplane’s left main landing gear broke. As the broken gear leg dug into the runway, the airplane pivoted 180 de-gree to the left, and the left wing struck the runway. The airplane sustained substantial damage to the left wing and fuselage. The CFI, who is also a certificated airframe and power plant (A & P) mechanic, stated that during the annual inspection in August, he observed corro-sion on the main landing gear legs. The corrosion was ground off with a hand held grinder, and Zinc Chromate Primer applied. The Cessna 100 Series Service Manual, Section 5-5A Corrosion Control on Landing Gear Springs specifies in part: Carefully remove any rust by light

sanding; the sanding must blend the damage into the adjacent area in an approximate 20:1 ratio. The fracture face contained a crescent-shaped fracture on the upper forward surface which is consistent with features of fatigue cracking. The remaining fracture surface contained a coarse grainy appearance, clear chevron markings, and a shear lip, which are consistent of an overstress fracture. Corrosion damage and grinder marks were also present on the surfaces of the left land-ing gear leg.


Accident occurred Thursday, December 20, 2012 in Indian Trail, NC

Aircraft: CESSNA 150J, registration: N50757 Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors.

On December 20, 2012, about 1530 eastern stan-dard time, a Cessna 150J, N50757, was substan-tially damaged following a runway overrun at Goose Creek Airport (28A), Indian Trail, North Carolina. The commercial pilot and passenger were not injured. The airplane was registered to and operated by Bamert Aviation LLC. Visual me-teorological conditions prevailed. The flight de-parted from 28A at 1400. According to the pilot, he was demonstrating flight maneuvers to a passenger. He approached the air-port for a full stop landing. While in the downwind, he set the flaps. However, he was unable to deter-mine their position since there was no flap position indicator. He looked out the window and estimated that the flaps were at 8-degrees down. He contin-ued his approach at 60 knots and realized that he was fast and high on short final. When the airplane crossed over the runway numbers, he reduced power but the airplane went into ground effect and was unable to land. The airplane touched down approximately 300-400 feet from the end of the runway. He applied the brakes and was unable to stop the airplane. The airplane overran the runway, went down an embankment and collided with trees. A post-accident examination by the Federal Avia-tion Administration inspector revealed that the left and right wings had received substantial damage.

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(cont’d from page 8) Paul Harvey (Paul Harvey Aurandt) (Sep 4, 1918). Popular radio features reporter and personality. Ex-USAAC. Howard Hughes (Dec 24, 1905). Film producer, director. Legendary for his aerial exploits and re-cord flights, as well as for his unique lifestyle. Angelina Jolie (Angelina Jolie Voight) (June 4, 1975). Film actor; daughter of actor Jon Voight. Li-censed 2005, flies Cessna 208B [N48JA] and Cir-rus SR-22 [N808MX]. Danny Kaye (David Daniel Kaminski) Film actor, singer, composer, producer. Sport and business flyer, had Beech King Air and LearJet based at Van Nuys CA. George Kennedy (Feb 18, 1925). Actor film/tv. Owned and flew Beech A36, Cessna 210. US Army in WW2, served under Genl George Patton; in Army for 12 years Kris Kristofferson (June 22, 1936). Film actor, singer. Private aircraft and commercial rotorcraft licenses. Father was a USAF general, which led to his enlisting in the Army and becoming a helicopter pilot. In 1965 he resigned his captain's commission to fly helicopters commercially, reportedly once landed in Johnny Cash's yard to give Cash some audiotapes, which was the beginning of his ulti-mate career. Ed McMahon (Mar 6, 1923). Actor, tv announcer and host. Announcer and Johnny Carson's side-kick on tv Tonight Show 1957-1992. USMC non-combat F4U pilot and instructor during WW2, flew Cessna OE-1 in Korean War; retired from USMCR as Col in 1966, became BrigGen in Californa ANG, active until retirement in 1966. Owned and flew various light planes for sport and business.

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