Cessna 150-152 Pilot · satellite system? A power failure in the wireless GPS an-tenna? A lost Bluetooth connection? It could be any of those, or maybe even something else like a

May / June 2010 Volume 30 Number 3 Electronic Edition

Save Sunbird Amy Page 16

ISSN 0747- 4712

www.cessna150152.com

Official Newsletter of the Cessna 150-152 Club. (805) 461-1958

Cessna 150-152 Pilot

2 Garmin vs. the EFB’s Comparing High End GPS Navigators 6 Jan and Amy Pt. 2 England to Australia on 100 Horsepower 11 iFly First Flights With the Apple iPad 12 An Accidental Education NTSB Reports in Plane English 14 Club Classifieds 10 Airplanes, Avionics & Parts 15 Useful Stuff for Pilots Simple Improvements 16 Saving G-AWAW We Need Your Help to Save This Historic C150

Jan’s Adventure Page 6

Austrian Accident Page 12

Cessna 150-152 Pilot Official Newsletter of the Cessna 150-152 Club. (805) 461-1958

ISSN 0747- 4712


ISSN 0747- 4712


laptop perched on your lap. All of the genuine EFB’s ad-dress this problem by using small tablet type portable com-puters, usually with upgraded features such as solid state hard drives and brighter screens. Since there is really no room for a keyboard in the cockpit, Most EFB’s use touch screens for data entry.

What might be some of the advantages and disadvan-tages of EFB’s?

Advantages: EFB’s are often less expensive than dedicated GPS units. The companies selling EFB’s are pri-marily in the business of creating the EFB software. Since the hardware used for EFB’s are really just Windows computers, they are constantly im-proving, and competi-tion keeps the prices comparatively low.

There are several com-panies in the EFB busi-ness, and each is free to pursue their “better

ideas” for moving map software. Anytime the producer comes up with an improvement to the software, the user can adopt that improvement, by simply installing the new version.

Cheap(er) Data: All modern GPS moving map packages use three primary kinds of data that change over time, air-port facilities, obstacles, and terrain. In addition there are some “premium” data sets that can optionally be updated

A quick disclaimer. If you are happily flying with an inex-pensive GPS, or no GPS at all, feel free to skip this article all together. The recent introduction of the Apple iPad has inspired me to compare my Garmin 696 to high end EFB/GPS navigators. Each of the units researched in this arti-cle represent state of the art functionality. This means they are both expensive to buy, and expensive to keep updated.

Longtime readers will recall my affinity for portable elec-tronics in the cockpit. I first reviewed portable GPS units in the Jan/Feb 2000 edition of this publication.

A lot has changed since then. In the interim I have done my best to stay on top of the latest developments in port-able electronics. I’ve owned, used and reviewed nearly every model of portable GPS, XM satellite receiver, ANR headset, and handheld radio. At times my interest in these devices has bordered on obsession.

When it comes to dedicated aviation GPS portables, I am solidly convinced that the Garmin products are the best available. I have owned and flown Magellan, Lowrance, Bendix King, and AVMap. Each of the four made good functional units, but all came up short when compared to Garmin.

Magellan and Lowrance abandoned the aviation market all together, Bendix King has shifted their focus to EFB style portables, and AvMap is now the sole head to head Garmin competitor in dedicated portables. The AvMap units are quite good, some individual features such as screen resolu-tion even surpass Garmins. Unfortunately for AvMap though, the Garmin portables are easier to use, more dura-ble, and more fully featured. In my opinion, AvMap could capture a larger share of the market if they lowered prices enough to be the “Best Value” GPS. On the other hand, Lowrance owned the “Best Value” market for several years, and it did not work for them, so what do I know?

One category of portable electronics that I have not ex-plored thus far is electronic flight bags (EFB’s). Unlike dedicated GPS units, EFB’s are basically portable com-puters that are intended to be multipurpose. In the cockpit, the EFB functions much like a dedicated GPS, you run moving map software and an external GPS receiver pro-vides the geo reference. You can also hook an EFB up to an XM receiver for weather. In that capacity, the EFB is providing the same functionality that a dedicated GPS does. Beyond that though, the EFB is also a Windows based computer, which means you can use it to browse the internet, retrieve email, and run thousands of other soft-ware programs. Why not just get an inexpensive laptop computer and use it as an EFB? While that is an option, a regular laptop is too big, too heavy, and too clunky to use in flight. Imagine for a moment flying in turbulence with a

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Cessna 150-152 Pilot - May / June 2010

Garmin vs. EFB’s Royson Parsons

Too big for yoke mounting? In spite of it’s large size the Garmin 696 does fit a C150-152 yoke without blocking instruments. The highly rated Chartbook EFB is a folded up laptop that is considerably larger.

Like the Chartbook, the Voyager Skypad 2 has a fold up keyboard and doubles as a small laptop.

Cessna 150-152 Pilot (ISSN 0747-4712) is published bimonthly, by The Cessna 150-152 Club, 5130 San Benito Rd. Suite 618, Atascadero, CA 93422. Periodicals Postage paid at Atascadero, CA 93423, USPS 721970.

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Postmaster, Send change of address to: Cessna 150-152 Club, PO Box 1917, Atascadero, CA 93423-1917 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: (805) 461-1958 Website: www.cessna150152.com Email: Items for publication: [email protected] Email: General Inquiries, Membership, Requests for Technical Materials, Back Issues, etc: [email protected]

these include approach plates, airport diagrams, and hotel/restaurant/ground transportation directories. All of the EFB software companies offer lower prices on data than Gar-min, indeed this is one of the advantages most often cited. For example, here is a head to head comparison of the costs to update data on some popular EFB’s vs. Garmin.

So far so good, EFB’s cost less and are potentially more innovative.

What’s are some of the disadvantages of EFB’s?

Because these are multipurpose computers, they are sub-ject to the same kinds of problems that you can experience with any Windows computer. EFB’s can have hardware device conflicts, bugs, viruses, lock up etc. It’s easy to see how this would cause an unacceptable problem if you were using an EFB as your primary navigation device.

Secondarily, since EFB’s are really tablet computers that were not specifically designed for use in an aircraft, they are not ideally suited for yoke mounting, and the cable connections to external devices can be a bit clunky. For example, the external power connector is typically a stan-dard DC power plug, the same kind you use to plug a lap-top into the wall. Unfortunately, that kind of plug pulls out easily, as can USB cables used to connect the GPS and XM receiver.

Some EFB’s rely on Bluetooth to connect to external de-vices, which I personally find scary. This means that each external device must also have it’s own source of power (plug in or battery) and must be able to maintain a reliable wireless connection to the EFB. All airplanes have a lot of spurious RF noise that can play havoc with wireless de-vices, the source can be everything from corroded antenna connections to strobe power supplies.

Imagine you are flying along, navigating by EFB, and sud-denly you lose GPS reception. Is it an outage in the GPS satellite system? A power failure in the wireless GPS an-tenna? A lost Bluetooth connection? It could be any of those, or maybe even something else like a software con-flict. No matter what the reason is, you have lost your geo

reference, and as Murphy’s Law goes, probably at a time when you need it most. Take Bluetooth out of the equation and you have half as many points of failure.

How does this compare to Garmin?

Garmin does not typically upgrade features in software, though they may sometimes offer a small feature improve-ment. When there is an upgrade for Garmin software, it typically addresses some bug or complaint that users have found over hundreds of thousands of hours of experience. This is both good and bad, good because the unit continues to operate in a familiar manner, and bad because users rarely get any new features.

Because the operating system on a Garmin GPS is single purpose, it can be refined to the point where it is unlikely to have many flaws. If Garmin does come up with a “Better Idea,” they typically will reserve that improvement for new models as those are introduced. This is an effective marketing strategy, and it also means that the users are as-sured an extremely reliable and predictable operating envi-ronment.

Because there are so few changes to the Garmin operating system, and the software for Garmin GPS units is locked into a fixed platform and user base, Garmin has very few avenues to pursue profit after selling you the GPS.

(Continued on page 4)

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Unit VFR & IFR Full Annual Subscription

Garmin 696 $700 (bundle)

Anywhere Map Duo $260

Flightprep Chartbook $357

Seattle Avionics Skypad 2 $299

Bendix/King AV80R Ace $399

Garmin Vs. EFB’s (Continued from page 3)

Old schoolers like myself bristle at the idea that Garmin intends to make additional profits off of a device that I paid a premium for in the first place. If that bothers you as much as it bothers me, we are both going to have to wake up and smell the roses.

We live in a world where most profitable companies do so by employing a repeat subscription based model. You don’t have to look any further than your cell phone, inter-net provider, or cable company to see how this works. In fact, the concept is often employed in more subtle ways, ever notice what a bargain inkjet printers are, but how expensive it is to replace their ink cartridges?

Ok, so we’ve smelled the roses together, and we are go-ing to accept (begrudgingly) that companies like Garmin are going to make a healthy secondary profit from data subscriptions. This is why data updates can be so expen-sive. For a quick primer on how Garmin packages data, here are the prices for the most EFB like Garmin port-able, the Garmin 696:

Types of Garmin Data available:

NavData: This comes from Jeppesen, it contains the GPS coordinates and elevations of all active airports, as well as their runways, and frequencies. This is the same kind of data you would find in the FAA’s AFD (green book). Jeppesen NavData is updated every 28 days. If you up-date the NavData on an individual basis (for example, I normally update NavData once a year, just prior to my long cross country to Clinton, Iowa) the cost per update is $49.95. If you subscribe annually (allowing you to update NavData every 28 days if desired) the cost is $295 per year.

Obstacles: This data set contains the elevations and GPS coordinates for objects that are tall enough to be a hazard to airplanes. This includes things like radio and TV tow-ers, especially tall buildings, and less obviously, things like bridges and power lines where it might be possible to fly into them. The obstacle data is updated every 56 days. The cost for an individual obstacle update is $49.95, an-nual subscription (7 updates) $195.

Terrain: This contains GPS coordinates for the eleva-tions of the terrain itself. All mountains, hills and valleys are accounted for, but not man made obstructions, those are covered by the obstacle database. Because the terrain does not change very much from month to month, there is no set schedule for database updates, new data is made available whenever the powers that be decide to release them. A single update costs $150. As a practical matter, the terrain data will not require updating but every few years at most.

Safe Taxi: These are airport taxi diagrams for airports that have diagrams published in the AFD. (There are about 4,000 airports in the AFD, around 850 have dia-grams.) The important thing is that all towered airports are covered. When you are taxiing at an unfamiliar air-port, seeing your geo referenced airplane symbol on the diagram is a tremendous help getting oriented, and find-ing your way to the ramp. Most important, geo referenced taxi diagrams can help you avoid entering a forbidden area such as a commercial ramp or closed taxiway. Gar-min’s Safe Taxi data is updated every 56 days. The cost for an individual update is $49.95, annual subscription (7 updates) $195.

Flitecharts: These are electronic versions of U.S. Na-tional Aeronautical Chart Office (NACO) terminal proce-dures charts. This includes all NACO Departure Proce-dures (DP), Standard Terminal Arrival Routes (STARs), approach plates and airport diagrams. This dataset is up-graded every 28 days. The cost for a single update is $95 annual subscription $395.

Garmin NACO documents have a unique limitation, all NACO documents expire every 28 days. Garmin allows subscribers to use expired NACO documents for an addi-tional 180 days past their NACO expiration date, but after that, they will not work. This has upset pilots who believe it is better to have an expired approach plate than none at all. Another feature that has been controversial is that ap-proach plates on the Garmin 696 were not geo referenced, in other words your aircraft GPS position did not appear on the plate, it was simply an electronic version of a paper document. Garmin announced at Oshkosh that starting this fall approach plates will be geo referenced, at no ad-ditional charge.

AOPA data: This is the information that can also be found in the AOPA airport directory. It includes phone numbers for airport facilities, hotel/motels, restaurants, taxi and rental cars, and lists of tourist attractions. AOPA updates this data quarterly. A single update from Garmin costs $49.95, annual subscription is $195.

Here’s a summary of what data updates for the Garmin 696 could cost.

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Type Once Annual

NavData $49.95 $295

Obstacles $49.95 $195

Terrain $150 $150

Safe Taxi $49.95 $195

Flitecharts $95 $395

AOPA $49.95 $195

Total $444.80 $1,425


Yes, I am talking about the iPad. No matter what your opinion about Apple and the iPad, it is a device that has already made a profound impact on portable computing. Apple sold more than 3 million iPads in the first 80 days after it’s introduction. There is still a waiting list to buy an iPad, so they undoubtedly could have sold even more if they could just make them faster.

What does the iPad offer pilots? There are already 4 fully featured moving map programs (and many more to come) all of them providing functionality very similar to Garmin and the EFB portables. The iPad programs are strikingly affordable, between $5 and $80. The operating model for each of these programs is based on electronic subscriptions, and inexpensive ones at that. Sectional charts cost just 99 cents each, and annual Nav data sub-scriptions are in the $99 range. Is the iPad the ideal EFB/GPS? Not yet, for one thing it is a little too large, though it can be yoke mounted.

Rumors have emerged that Apple may offer an even more powerful iPad that is slightly smaller (7” screen instead of 10”) If so, it could prove to be an ideal EFB. We’ll be watching closely, and exploring the capabilities of the iPad and other EFB’s in the months ahead. See iFly on page 11 for our first look at the iPad.

Wow, that seems awfully expensive doesn’t it? Each of the EFB competitors is only too happy to quote the $1,425 price because it makes their data packages seem extremely affordable by comparison. If you’ve been pay-ing attention though, you will recall that the Garmin full package update price I quoted on page 3 was $700, not $1,425. This is because Garmin has an annual “bundle” price for all services of $699.95, and a “lite bundle” price of $499.95. What’s the difference? The lite bundle does not include a NavData subscription.

With a little thought we can save even more. For starters, let’s assume we are VFR only, so we can cross off the Flitecharts subscription. We also know that the terrain data is unlikely to change for years at a time, so we can safely skip that. Safe Taxi? Great to have, but if you only update once a year you aren’t missing many changes. Same goes for AOPA, in fact, if you have a smart phone you might forget about updating AOPA on the GPS alto-gether, as you can have that same info on your smart phone for free. Our new total? $99.90 for a single update, and $490 a year if you want to have the absolute most current NavData and Obstacles. An in between strategy would be to update NavData and Obstacles every three months during the flying season, 3 updates = $299.70.

If you also use XM weather, (on any compatible device) your annual electronic subscriptions start adding up to some significant expense. The popular XM weather packages cost between $35 and $55 a month. You can tighten the budget some by putting your XM subscription into hibernation during the months you are not flying, but at minimum you are likely to spend around $210 a year for XM and probably much more.

Combine XM with a GPS data subscription, and you dis-cover your electronic subscriptions can cost between $450 and $1,360 a year. Flabbergasting eh? All is not lost though. Let’s say that you are a conscientious data subscriber, You fly 9 months out of the year, update Nav & Obstacle data every three months (or use a less expen-sive EFB subscription) and hibernate your XM during your three inactive months. Depending on your device you’re now paying between $65-$75 per flying month for your subscriptions.

My personal strategy? As a VFR flyer, I update Garmin data once a year for $100, and use the $55 XM package for 6 months. I fly all 12 months of the year, but weather on the west coast is typically too benign to require live Nexrad from XM. Bottom line, my electronic subscrip-tions cost $430 a year, about $36 per month.

Why bother looking so deeply into the pros and cons of EFB’s vs. a Garmin 696? Very simply, my research was inspired by a whole new category of electronic device that threatens to turn the status quo upside down.

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The Apple iPad 3G has a super sharp 10 inch screen, with an ultra sensitive touch screen interface, and yet is only half an inch thick. Prices start at $629.


Croydon was ironically in the midst of an airshow celebrat-ing the anniversary of Johnson’s flight. In a foreboding co-incidence, Jan’s Cessna 150 christened “Sunbird” had a

small fuel leak that delayed her departure, just as Amy’s “Jason” had. Jan packed light, she carried an inflatable din-ghy, just two changes of clothes, her flight planning paper-work, a bottle of drinking water and a single quart of oil. All the same, Sunbird’s 20 gallon ferry fuel tank put the air-plane over gross weight, and climb performance suffered. Jan was in the air at 10:45 am local time, and headed across the English channel. Unlike the flight 50 years prior, Jan was able to enjoy the beauty of the seascape below. Head-winds slowed Sunbird’s progress to 60 kts, and Jan first landed in Brussels, Belgium after just over 3 hours in the air. She had the airplane refueled, checked the weather, and had a short interview with a reporter from the Sun newspa-per, a flight sponsor. Realizing that her intended destination of Vienna would require flying past sundown, Jan revised her destination to Mannheim, Germany.

After another 3 hours in the air, Jan arrived in Mannheim, where she mistook a military airfield for the civil one, but was able to straighten out her confusion prior to landing. She arrived to find that there was no lodging in town due to a tourist festival, but was able to borrow a maids quarters in a local guest house, where she dined late on customary Ger-man fare of frankfurters and ale. Jan phoned home to report her progress feeling a bit disappointed for having covered less than 400 miles the first day out. At this rate it would take another 176 hours of flying time and 29 days to reach Darwin. Still, it was progress in the right direction and Jan Schönburg was now committed to the adventure of a life-time.

May 6, 1930. Amy Johnson arouse at 4 am, and gathered her things for departure. When she ran up the engine, she realized immediately that something was amiss. Regretting not having performed her own maintenance, her departure was delayed as she tracked down the cause of her rough running engine. It turned out to be a dirty spark plug, and Amy departed for Constantinople, Turkey, 800 miles ahead. On the way to Constantinople, a fuel leak developed in the

In part 1 of this story we introduced you to two young rela-tively inexperienced women aviators, Amy Johnson and Janette (Jan) Schönburg. Amy and Jan shared a common goal 50 years apart, flying to Darwin, Australia from Lon-don England in 100 horsepower airplanes. At the conclu-sion of part 1, both aviators had departed London.

May 5, 1930. Amy Johnson had hoped to sightsee the Eng-lish channel by air, as she had never had the opportunity previously, but she was unable to see the water below be-cause the channel was shrouded in fog. Johnson’s first view of the ground was agricultural fields over Belgium. Amy’s Gipsy Moth Biplane “Jason” had a cruising speed of 90 miles per hour, but her progress this first leg was slowed by headwinds.

The worst aspect of the flight was the unpleasant task of hand pumping fuel from the auxiliary tank into the mains. The hand pump was similar in design to a bicycle tire pump, and it required 40 pumps to transfer a single gallon. Amy had not practiced transferring fuel prior to departure and she found to her dismay that she could barely manage the proce-dure without wearing out her arm. Worst of all, the transfer-ring process generated terrible fuel fumes, which made her airsick. Eventually Amy figured out that she could lean her head out into the slipstream for fresh air, but steering the plane while pumping and leaning out the side was almost more than she could manage. Each days flying entailed a fatiguing 2,000 hand pumps to transfer 50 gallons of fuel. This would turn out to be the single toughest challenge of the entire flight. Amy would later admit that she nearly quit the flight several times when she felt exhausted and unable to hand pump any more fuel. Only the embarrassment she would suffer for lacking a man’s arm strength gave her the motivation to continue, when her arm ached as never before.

After 800 miles and about 10 hours of flying, Amy landed in Austria at Asperne Aerodrome, 15 miles outside Vienna. She was temporarily deaf from the wind pounding her ear-drums while hanging her head into the slipstream, her arm felt as if a railroad spike had been driven into the shoulder socket, and she was exhausted.

Amy’s mechanic, Jack Humphreys, had made her promise to do a basic overhaul of the engine after each day’s flying, a 2-3 hour process, but Amy was too exhausted to do the work this first night. She also felt intimidated by the Aus-trian mechanics who greeted her, as they made disparaging comments about the last female aviator who had unsuccess-fully attempted to do her own engine service. There was no lodging near the airport, so Amy borrowed a bed from the airport manager, and collapsed, unsure if she would be able to continue in the morning.

May 5, 1980. Jan Schönburg’s departure from London was much like Amy Johnson’s, but from Denham airport, as

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Jan & Amy Pt. 2 England to Australia on 100 HP

Jan Schönburg In G-AWAW


been withdrawn. Unbeknownst to her, the Yugoslavian dic-tator Tito had died, and the entire country was now in a state of official mourning.

With no other option but to wait, Jan realized she may not be able to continue at all, and at best could expect to wait in Austria for several days. She taxied back to her parking spot in Vienna and began expensive long distance phone negotia-tions for new permission to land in Hungary. She spent the next few days exploring Vienna with the assistance of new Austrian friends from the local aviation community.

May 7, 1930. As was her custom, Amy Johnson woke at 4 am, and learned that the previous nights efforts to obtain the flight clearance had been successful. By 4:30 she was at the airport. On arrival she was escorted into a customs office and told to wait. 50 years later, Jan Schönburg would have the luxury of the old adage “Time to spare, go by air” but Amy Johnson was on a mission to break Bert Hinkler’s 1928 England to Australia record. At this point in Constan-tinople, she was well ahead of Hinkler’s time, but every hour spent waiting decreased her margin.

Amy waited three hours before customs authorities finally arrived to question her, and it quickly became clear that they intended to impede her departure rather accommodate it. After a few tense moments, Amy tried turning on personal charm, and offered the customs agents extra copies of her passport photo as souvenirs. The charm worked, she was finally released to depart at 8:30, but then she remembered the previous problem with the leaking fuel pump. Repairing the pump took 90 precious minutes. Amy’s next intended destination had been Baghdad, but she realized she would have to settle for Aleppo, Syria, which would put her a full day behind schedule.

The route to Aleppo required threading her way through passes in the Taurus mountains. Amy did her best to climb, but discovered that Jason’s engine would not run smoothly above 10,000 feet. (The Gipsy Moth engine did not have in flight mixture adjustment, mixture controls were not yet in common use in aircraft.)

The flight through the Taurus mountains was nearly a tragic one, Amy could not avoid flying in clouds, and emerged from one headed straight towards a solid granite face. Somehow she blundered her way through to Aleppo, badly shaken, but in one piece.

In spite of it’s remote desert location, Aleppo turned out to be a resort like outpost. Syria was a French territory at the time, and the French garrison at Aleppo treated Miss John-son as visiting royalty. The airport staff was unfailingly po-lite and competent, Jason was refreshed and overhauled, and Amy was treated to tasty food and comfortable lodging for the first time since she left England. There was even oppor-tunity for an official photographic portrait.


7

hand pump, so each stroke shot a small spray of fuel into the open cockpit, nearly causing her to pass out from the fumes. The weather was dicey as well, and Amy was soon soaked by flying through several rainstorms.

Amy arrived in Constantinople an hour before sunset, but by the time she had cleared customs it was dark. She had no option but to do her three hour maintenance regime by the light of car headlamps. Unable to communicate in Turkish, Amy used sign language to indicate she would like to place Jason in a hangar for the night. Enthusiastic Turkish helpers picked up the tail of the airplane, and it’s full fuel tanks caused it to tip over onto it’s nose. Fortunately, Amy had previously turned the prop into the horizontal position or this snafu would have likely broken the prop. Some ropes were attached, and Jason was pulled back into a three point attitude and safely stowed in a hangar.

Amy then carried her own bags into town on foot, where she checked into a hotel. There was a surprise awaiting, a con-gratulatory cable from her former beau, Hans (who had bro-ken her heart two years earlier by marrying another woman.) History did not record the emotional effect this message may have had, but if nothing else, it provided Amy with solid evidence that her journey was being documented in the press. As Amy prepared for sleep, she had another worry to contend with. She had applied for a permit to fly across Tur-key, but the paperwork required had not arrived in England prior to departure. For all she knew, bureaucracy might now spell the end of her journey. Amy asked a local Shell oil representative to obtain the necessary permissions by con-tacting local authorities in person. She fell into a deep sleep, not knowing if the effort would be successful.

May 6, 1980. Jan Schönburg awoke at 8:20, her request for a 6:15 wake up call from the desk clerk had been ignored. More bad news when she got to the airport, weather be-tween Manheim and Vienna was poor so she was forced to delay her departure until conditions improved. Jan found herself able to relax for the first time in weeks, and enjoyed the brief break from flying. She finally departed at 16:15. Low ceilings required her to dodge mountain peaks and di-vert from her intended route. For a time she became disori-ented in mountain passes, but was able to reestablish her position with help from air traffic controllers. She landed after dark, feeling tired and stressed, and only about 400 miles closer to her goal.

Like Amy half a century before, Jan had bureaucratic wor-ries to contend with. She had requested clearance to fly over Hungary and Yugoslavia to Istanbul (formerly Constantin-ople). Hungarian authorities had not replied prior to her de-parture from England. Jan waited a whole day for the clear-ances in Vienna, ultimately Hungary refused permission, which would require that she fly further south, through Aus-tria and then into Yugoslavia. Yugoslavian authorities were only slightly more accommodating. Jan would be allowed to fly over Yugoslavia, but not land or refuel. As she taxied out for departure, Jan learned that Yugoslavian permission had


bump and realized that she had unintentionally touched down in the desert at cruise speed. Amy turned the airplane into the wind and climbed out of the cockpit. The wind was threatening to tear the airplane to pieces. Unable to see, gog-gles clogged with sand, Amy climbed on top of the engine and stuffed a handkerchief into the carb intake. Then she felt her way to the back of the airplane, and straddled the rear fuselage like riding a bucking bronco, trying to keep the wind from flipping the airplane over. She held on, terrified, for nearly three hours until the storm subsided.

Amy removed the hanky from the intake, and to her relief, the engine started normally. She climbed into the cockpit and hastily took off, headed East to Baghdad. When Amy landed in Baghdad, the airplane lurched wildly and ground looped, settling down on one wing. She discovered that one of the landing gear struts had broken in half, probably dam-aged by her high speed landing in the sand storm.

English mechanics based in Baghdad reported that the dam-age was not repairable, and that the strut would have to be replaced. The part would have to be shipped from Karachi, dashing any hope that Amy would be able to continue on and break Bert Hinkler’s record.

But then, the manager of Imperial Airways at Baghdad of-fered to help, and took the broken strut to the machine shop at a nearby Air Force facility. Engineers there were able to construct a new strut from scratch overnight. Thanks to this help, Amy would be able to continue on in the morning as planned.

May 13, 1980. Jan Schönburg prepares to depart from Za-greb. Inspecting charts, she is chagrined to see the notation “WARNING Aircraft infringing upon non free-flying terri-tory may be fired on without warning.” Jan had submitted detailed flight plans to the aviation authorities for each country that required it on her route prior to leaving Eng-land. This was confirmation that she would need to carefully adhere to all the coordinates of her flight plan or potentially be shot down.

The flight across Yugoslavia was one with few options, as authorities had refused to allow Jan permission to refuel. She flew from Zagreb East and shortly after passing Bel-grade, the weather deteriorated, until she was fully engulfed in clouds. Because there was no option to refuel, she was past the point of no return, and had no option but to con-tinue on in IFR conditions. As Jan scanned her instruments, and worried about possible icing, she imagined how lonely this stretch must have been for Amy 50 years prior. Jan had reassuring ATC help to avoid the unseen terrain around her, but imagined what it must have been like for Amy, who flew here alone, with no communications or attitude instru-ments. After a stressful 90 minutes in the clouds, Jan was cleared to land at Sofia, Bulgaria. In the confusing urban landscape, she again mistakes a military base for the airport, and is chastised by ATC and given a heading correction.

After landing, Jan was approached by an official looking

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Jan & Amy (Continued from page 7)

May 9, 1980. Jan Schönburg departs Vienna at last, heading for Graz, Austria. Enroute the weather continued to deterio-rate, and the flat land below began to merge into foothills. When she saw a solid wall of dark IMC in front, Jan real-ized that she had no choice but to turn back, and so she re-turned to Vienna. 50 years of flight experience had taught aviators not to gamble with mountains in IMC as Amy had. No matter how reasonable the decision, it was a disappoint-ing outcome to the days high hopes, and meant more wait-ing in Vienna.

Two days later, Jan was finally able to fly to Graz, where she refueled and departed for Zagreb, Yugoslavia. To her surprise, Jan found that the mood in Zagreb was less somber than expected. Her meal and accommodations were a pleas-ant distraction from the fact that she was spending money faster than the budget allowed and had only made 1,000 miles of progress in a week.

May 8, 1930. Amy Johnson departed at dawn, headed for Baghdad, Iraq. In the cool morning air she had donned her heavy Sidcot flying suit, unaware that in a few short hours she would be boiling in the desert heat. As she neared Bagh-dad, at 7,000 foot altitude she flew straight into a blinding sand storm, a nearly fatal mistake.

The engine began running rough. Amy lost site of the ground, and the airplane began a steep, uncontrolled de-scent. Amy fought the controls as Jason bounced wildly in the turbulent storm and then to her shock, she felt a solid

Amy Johnson at Aleppo, Syria. May 7, 1930


rowed a pair of men’s shorts and a light linen button up shirt which she wore for the remainder of her adventure, rain or shine. The result was a bit comical, as the shorts were much too large, and only stayed up by the tight cinching of her belt. Amy’s fair English complexion was burned crimson except goggle rings around her eyes giving her a raccoon like appearance. Amy was described by various observers as looking like an orphaned waif. This made her an especially sympathetic figure in the press. By now the newspapers were calling her “The Lone Girl Flyer.”

Amy departed Baghdad in her new clothes, headed for the Bandar Abbas, Iran. The 10 hour flight to Bandar Abbas frightening one. Though the view below was spectacular, the terrain offered no place to land, and the engine was run-ning rough for nearly the entire flight. When Amy arrived in Bandar Abbas she was exhausted, and could not find the aerodrome. After circling the city numerous times, she fi-nally selected a large open area with a large house at one end as her landing spot.

As she landed, a bolt holding on the new landing strut fell out, bringing the lower wing into contact with the ground. Fortunately, Amy had landed at the headquarters of the Brit-ish consulate. The Consul explained that he had not previ-ously known of her flight, or he would have made arrange-ments to mark the location of the aerodrome, it was so rarely used that it had fallen into a state of disrepair. The Consul offered the assistance of his automotive mechanic to repair Jason, and provided the utmost hospitality to his un-expected and travel worn guest.

After a rest, Amy met with a virtual army of white coated customs inspectors, who wanted to see her health certificate among other things. Amy did not have a health certificate, and indeed had never been asked to show one before. The inspectors insisted that she provide proof of being vacci-nated against smallpox, typhoid and various other tropical diseases. After two hours of careful negotiation, Amy was able to convince the bureaucrats that she would be out of their country the following day, and thus posed no risk of spreading infection.

Amy and the Consuls mechanic were up most of the night overhauling Jason’s engine. The rough running turned out to be a broken spark plug, and all was well until they realized there was no fresh motor oil on hand. At 2:30 in the morn-ing, they woke up a customs inspector who unlocked a han-gar at the nearby aerodrome, where they were able to pro-cure the oil. At this point in the flight Amy was two full days ahead of Bert Hinkler’s record, and felt certain she would be able to break beat his time to Australia.

May 15, 1980. Jan Schönburg awoke to discover she had become a local media celebrity. TV crews were awaiting at the airport to interview the mistaken “hijacker.” Airport se-curity personal were now her allies, several of the officers even added their signatures to Sunbird Amy’s fuselage. Jan


9

van, which she feared might be the result of nearly landing at a forbidden soviet block military base, but it turned out to be a camera crew from the Bulgarian national TV network. After her relieved interview, she was given a ride into town, obtained lodging and by a fortunate coincidence met a group of Yugoslav couriers at the hotel restaurant. Their advice about local customs, particularly the practice of money ex-change was to prove invaluable.

Jan soon realized that though she was receiving financial support from the Sun newspaper and others, she would need to be exceptionally frugal in order not to run out of funds prior to reaching Australia. One major complication was the exchange of English pounds for local currencies, many places she landed, the local currency was required to pur-chase fuel, food and lodging. If she did not exchange enough money, she would not be able to buy what she needed. If she exchanged too much, she would be stuck with a currency that would be worth less than pounds at the next point of exchange. A further complication is that her sched-ule did not usually allow exchange money in real banks where should could expect a fair exchange rate. Instead, she would usually have to rely on unofficial currency exchange where she was liable to be taken advantage of .

The following day Jan returned to the airport, and found that aviation fuel was in short supply. The airport manager had reserved a cache of fuel for her, and she discovered just how rare the fuel was when one of her tanks was overfilled. Air-port personnel used metal pans to catch every drop of the spilled fuel as it ran off the rear of Sunbird’s wing.

Jan departed for Istanbul, Turkey at mid day. Mountains in her path were as high as 9,000 feet, the tallest of her route so far, in fact the tallest mountains she had ever flown over. Enroute, Jan flew in and out of clouds, but because she was not on an IFR flight plan she had to reassure ATC that she was in visual conditions. At one point she accidentally found herself completely without visual reference, and nearly got the airplane into a stall/spin. She finally landed in Istanbul at 7:45 pm local time. When Amy Johnson had ar-rived in Constantinople 50 years prior, she had been sub-jected to a lengthy customs inspection, but that would pale in comparison to what Jan now faced.

Jan was ushered into an interrogation office, her pilot’s li-cense was confiscated, and she endured a nearly four hour interview. As it turned out, the authorities in Turkey had received a cable which they interpreted to mean that Jan had hijacked the airplane in Bulgaria. Fortunately for Jan, she was able to enlist the help of one of her Yugoslav dining companions from the night before. Her Yugoslavian friend was able to act as interpreter, and ultimately convinced her Turkish interrogators that it was all a big misunderstanding. Jan’s license was returned, and she was released. It was after 2 am when Jan was finally able to check into a hotel, and get some much needed sleep.

May 9, 1930. After nearly collapsing from heat stroke the day prior in her heavy Sidcot flying suit, Amy Johnson bor-


rut. For the first time on the trip she would be flying over the water for three full hours. To her relief, this over water leg turned out to be an enjoyable experience, the air was smooth, and there was no need to climb above 5,000 feet, a welcome change from the previous day’s flying.

Beirut had been in a continuous state of War, but all was quiet when Jan touched down at Beirut International Air-port. Her previous flight plan had included crossing Iraq, but the political situation in Iraq was volatile so permission to fly over had been revoked. This would mean flight over Saudi Arabia, but the political and cultural situation there would mean she would not be able to land in Saudi Arabia.

Jan began lengthy and difficult negotiations to gain permis-sion to fly to Kuwait via Jordan and Saudi Arabia. It would take 4 days to obtain the necessary flight clearances, and Jan would see much of the schizophrenic culture of Beirut, once considered the ‘Paris of the Mid East” but now in midst of terrorist attacks and war turmoil. When Jan de-parted for Amman, Jordon on May 21st, she saw that G-AWAW’s oil temperature climbed above redline, and she was unable to climb above 2,500 feet or reduce the oil temps. Disheartened, she turned back to Beirut, and in-formed controllers that she was overheating. A fire engine awaited next to the runway on landing. Next, she faced down a stubborn customs officer who refused to accept that a woman could be a pilot, and demanded to know how she had arrived in Beirut.

She was finally able to talk her way through customs, and arrange for a mechanical inspection of the airplane. A clogged oil screen turned out to be the culprit. Finally, on May 22nd, Jan was able to depart Beirut for real, headed once again to Amman. Enroute she would have to be care-ful, her route of flight took her near the Golan Heights where she had been warned she could be fired upon.

Jan intended a short stay in Amman, and indeed, she de-parted Amman for Quattraneh, Jordon at first light, but she was called back by ATC when word arrived of a planned military exercise in the area. When she returned to the air-port she received a cable informing her that she was not cleared to land at Kuwait until May 24th, so she settled in for another day in Jordon. She spent the day touring the area, including a fascinating visit to the Dead Sea.

Jan was beginning to feel not entirely well, a nagging sort of exhaustion had set in, and terrible leg cramps which she would later learn was the result of salt deprivation. Despite her work as a medical professional, she ignored these symp-toms and prepared to press on the morning of May 24th, 1980. As she began her fourth week enroute since leaving home, Jan fired up G-AWAW and set out for a 700 mile flight across the deserts of Jordon, Saudi Arabia and Ku-wait. It would be one of the most navigationally and physi-cally difficult legs of the trip to Australia.

In Part 3, Jan and Amy face more harrowing challenges in their quest to reach Australia.

10

Jan & Amy (Continued from page 9)

was then treated to an official guided tour of downtown Is-tanbul. But all was not well, despite previous information to the contrary, there was no aviation fuel available for civilian use in Istanbul. Jan was told she could purchase fuel in Lar-naca, Cyprus, but then learned that Larnaca was closed.

Luckily, Jan was befriended by Afsin Mucen, a Turkish air traffic controller who also happened to be an ex air force pilot. Mucen was able to use his influence to obtain both fuel and a revised flight plan through a politically sensitive area. Relieved by this fortunate turn of events, Jan departed Istanbul for Ankara, Turkey, where she landed safely 3 hours later. She was greeted by the local British Air Attaché and his wife, who provided a tour of the city, a good meal and lodging.

May 10, 1930. After only two hours of sleep, Amy Johnson departed Bandar Abbas in the cool of morning as was her custom. She followed the Persian Gulf coastline towards India. In an attempt to save time, she cut across an open ex-panse of water and nearly stalled the airplane when she be-came disoriented by the clear water and unable to visually judge her altitude. Exhaustion undoubtedly was catching up to her. As she headed towards Karachi, India, her excite-ment for having beaten Hinkler’s time so far was moderated by new fears, once again the engine began stuttering and running poorly.

When Amy Johnson arrived safely in Karachi, she received a welcome worthy of Charles Lindberg. Huge crowds bear-ing flowers greeted her at the airport, and she was treated to a parade and receptions with local dignitaries. Amy had broken Bert Hinkler’s England to India record by two full days. Amy Johnson, “Girl Lindberg”, the waif in the over-sized shorts and sunburned face, had stepped into the history books only the six days after leaving London. Mathemati-cally, she was nearly half way to her goal, but the journey ahead would try both pilot and machine to the breaking point.

May 16, 1980. Jan Schönburg was becoming a seasoned long distance flyer. At home in England, she normally navi-gated by dead reckoning, but she was becoming accustomed to trusting radio navigation over the desolate landscape on her route. She followed the non directional radio beam from Ankara until the signal became too weak to receive, then tuned in the signal from Mut, Turkey 200 nautical miles to the South. Jan deliberately made an end run around the Taurus mountains which had nearly spelled disaster for Amy 50 years before. From Mut, she navigated East, with extremely inhospitable limestone formations covering the landscape. It was a relief to reach Adana, Turkey, near the Mediterranean coastline. Adana was a refreshing change from the day’s journey, the air was smooth on her ap-proach, and a refreshing breeze on the ground.

After a substantial breakfast the next morning, Jan pur-chased fuel and received approval for her flight plan to Bei-


When I first began using an iPhone, I was not an enthusiastic convert. It took me a long time get used to the idea of having to launch a cell phone like a computer application. Gradually, I began to realize that I didn’t really make all that many cell phone calls in the first place, and that the reason to own the iPhone was not primarily as a phone, but as a super conven-ient handheld computer. Now three years later, I cannot imagine giving up my iPhone, and when the iPhone 4 was introduced this summer, I was one of the first in line to up-grade. (Incidentally, the all hoopla about iPhone 4 antenna reception problems is nonsense, the iPhone 4 has excellent reception, even better than the original iPhone.)

When the iPad was introduced, I didn’t really see the point, at first glance it appeared to be nothing more than a giant iPhone that couldn’t make calls. Boy was that a misguided impression! I have now owned an iPad for a little over a month. I feel in love with the device within a few minutes. The more I use it, the more I love it. The interface is ex-tremely friendly, the screen gorgeous, the touch screen very responsive. This is what hand held computers were meant to be, no instructions needed. Anyone from a 2 year old child to a computer neophyte 90 year old could figure out how to use an iPad in a couple of minutes without assistance.

I’m sure you can already tell that I am enthusiastically biased in favor of the iPad, and won’t have much negative to say about it.

Before I say anything else about the iPad, I want to make an important point. The iPad is available in two versions, the standard iPad (which starts at $499) and the iPad 3G (which starts at $629.) The standard iPad does not have a built in GPS, which makes it far less useful for pilots. If you decide to get an iPad, the extra money for the 3G version is well worth the extra cost.

The 3G version is also able to connect to the internet using the AT&T 3G cell phone network (a $15 or $25 per month data subscription is required.) As a pilot, you will often find yourself at a remote airport with no internet. If you have 3G cell service and an iPad 3G, you will be able to connect to the internet at these remote locations, which allows checking the latest weather etc. In some cases, you will even be able to connect to the internet in flight via the 3G network.

Is the iPad the best portable computer for aviation? Not yet. Why? While the aviation software for the iPad is very good, it certainly is not as good or functional as the software on a Garmin 696, nor the other EFB devices described in the arti-cle that starts on page 2 of this issue.

Keep in mind though, that the iPad has only been on the mar-ket for 3 months, and there are already 5 good EFB packages, and at least a dozen other chart/navigation apps that offer useful if more limited functionality. Apple has already sold more than 3 MILLION iPads, so the demand for ever better

applications is strong. I’ll bet my reputation as an electronics nerd that the iPad will eventually become the premier port-able EFB device.

There is one basic problem with the iPad, it is almost too big for yoke mounting. At 9.5” x 7.5” it does fit on a C150-152 yoke, and it can be angled so that it does not block the instru-ment panel, but it is really a little too big for the pilot’s side. I mounted mine to the copilot’s yoke for starters, since I have my Garmin 696 mounted to the left yoke.

So far I have flown just over 35 hours with the iPad on the right yoke. My father, a retired pilot, used the iPad almost continuously during those flights, and he used the Air Navi-gation Pro application exclusively. I personally used the iPad on the ground to create flight plans, check weather, retrieve email, and web browse. Like my dad, I used Air Nav Pro exclusively for aviation. Here are our basic impressions of the program:

Air Navigation Pro by Xample is a fully feature moving map program and flight planner. The app includes free atlas style maps for the entire world, with airports, airspace and navaids shown on the maps. You simply tap any aeronautical object on the map such as a airport, and the AFD information is dis-

played. Airports are shown oriented in the direction of the main runway.

Like all other iPad apps, it is a simple matter to zoom in and out of the map using your fingers in a pinching or spreading motion. You can purchase current U.S. sectional charts for 99 cents each, and sectionals are stitched together seamlessly. You can switch back and forth between atlas style maps and sectionals with a couple of taps (the atlas maps are often eas-ier to follow and since they contain all the aeronautical ob-jects, you don’t lose functionality.)

Air Navigation Pro allows you to create as many flight plans as you wish, and each flight plan can contain up to 10 way-points. The program also automatically keeps a log of your flights, and it has all the customary GPS functions, such as finding the nearest airport and going directly to any point se-lected on the map. A GPS and Accelerometer based HSI is also displayed on the map, and other types of instruments can be shown, such as a VOR/CDI (GPS based.) Air Navigation Pro costs $38, plus 99 cents per sectional for any you wish to add. If you have both an iPhone and iPad, you are allowed to install it on both devices for the single $38 purchase price. The sectionals and maps are stored on your iPad or iPhone, you do not need to have an internet connection to use the maps in the airplane.

We were astounded at how detailed and useful Air Naviga-tion was in the airplane, but found entering flight plans to be confusing. We eventually figured out how to enter waypoints into a flight plan, but were confused even further when we made changes to a flight plan and the changes did not appear


11

iFly Flying the iPad Big Screen


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Monday, February 1, 2010 in St. Augustine, FL Cessna 150G, N3995J 1 Uninjured. According to an FAA inspector, the airplane mad a force landing about 600 yards from the airport, but by the time he arrived at the scene, it had already been moved. The inspector further noted that he interviewed the pilot, who stated that while on approach for the airport, the engine “stopped,” and he landed the airplane on a highway. He avoided vehicles on the road, but the airplane hit a few traffic signs and came to rest in a ditch. Sunday, February 28, 2010 in Waldzell, Austria Cessna 150E, OE-CFT 2 Fatalities.

The aircraft was substantially damaged when it impacted terrain under unknown circumstances. Conditions were VFR at the time of the accident. The flight instructor and student pilot were killed. The flight departed Salzburg and was en route to Suben, Austria. The Austrian investigators reported that the airplane lost control while in flight and subsequently impacted hilly terrain. The acci-dent investigation is under the jurisdiction and control of the Aus-trian government. Thursday, March 4, 2010 in Hearne, TX Cessna 152, N6503M 1 Uninjured. While on a solo cross country flight, the student pilot attempted to land with a right quartering tailwind. After two failed attempts

February, March 2010 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. February, March 2010 Statistics: 8 Airplanes, 13 Persons, 11 Uninjured, 2 Fatalities. Accident Types: Landing, Loss of Directional Control: 3 Power Loss: 4 Unknown: 1

iFly (Continued from page 11)

when returning to the map. Eventually we figured out that changes to an active flight plan do not appear until you close the flight plan and then reopen it. We had the luxury of a co-pilot who could devote his full attention to entering and modi-fying flight plans, but it is our conclusion that the process re-quires too much concentration for the primary pilot in flight. One great thing about iPad/iPhone apps, most are continu-ously updated, with improvements at no charge, hopefully the “missing flight plan changes” issue will be addressed by Xample in a future release.

Honestly, Air Navigation Pro does so much, I feel we only scratched the surface of it’s capabilities. I have concluded that the only way to really find out the strength and weaknesses of the program is to mount the iPad to the pilot yoke and con-duct flights with it as the main navigator. I plan to do exactly that prior to next issues iFly, and I will report my experience in full.

I have now installed three more Aviation moving applications on the iPad, based on positive reviews from other pilots. Like Air Navigation Pro, they deserve a full and detailed flight re-view before I can give an honest appraisal of their utility. In the meantime, here is the basic information about them.

Foreflight Mobile 3 HD by Foreflight. Free App, data sub-scription required, $25 for 3 months, $75 for annual. Foreflight appears to be the most popular iPad aviation app, with easy flight planning and many other useful features in-cluding weather etc. We look forward to putting it through it’s paces.

Beacon North America by Zivosity software. $80. This appears to be a fully developed moving map package that also displays current weather when you have an internet connection. It also has some unusual 3D upside down wedding cake like airspace views that may prove to be especially useful. It does require

a data subscription from Seattle Avionics (makers of Voyager flight planning software.) Data subscriptions cost between $59 (single update VFR) and $199 (annual VFR + IFR) We have heard some complaints from other users that Beacon data downloads can be troublesome, we’ll give a full report after we have a chance to see for ourselves.

SkyCharts Pro by Heikki Julkunen $19.99, no subscription required for IFR/VFR/TAC charts. We re-viewed the non Pro version of this app for the iPhone two issues ago, the iPad version is better in every way, and adds IFR capabil-ity. This app has limited functionality as a flight planner in it’s current state, but it is a

terrific geo referenced chart viewer, and the least expensive way to have current charts in the cockpit. Like Foreflight and Beacon, SkyCharts Pro allows retrieval of weather data when you have an internet connection.


fuel were drained from the left wing fuel tank and gascolator. The right wing fuel tank was absent of fuel. Wednesday, March 24, 2010 in Moore, SC Aircraft: Cessna 152, N93441 2 Uninjured. The CFI and student pilot had been performing maneuvers at 3,000 feet MSL and began a descent to 2,500 feet utilizing carbu-retor heat for the engine. The engine began running "rough" and the CFI, not certain if they would be able to make it back to the airport, elected to perform a forced landing in an open farm field. On final approach to the field the CFI shut off the fuel valve; however, did not shut off the engine in case a little "extra" power was needed at touchdown. During the landing roll the nose wheel encountered soft soil and the airplane nosed over and came to rest inverted. The airplane incurred substantial damage to both wings and the empennage. According to an FAA investigator, after the airplane was up righted a considerable amount of fuel was drained from the wing tanks and no contaminants were found. Friday, March 26, 2010 in Venice, FL Cessna 152, N67826 1 Uninjured. The student pilot stated that he began his second solo flight by performing a touch and go landing. He flared late, and the air-plane landed hard and bounced back into the air. The airplane bounced a second and third time before the nose gear collapsed. The airplane departed the left side of the runway, flipped over, and came to rest inverted. The firewall, empennage, and wings incurred substantial damage. The student pilot also stated that he had not previously experienced a hard or bounced landing, and did not attempt the proper recovery technique.

Did You Know?

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the pilot elected to go around and then made a third attempt. Dur-ing the landing flare the airplane’s nose wheel impacted the run-way first and the airplane began to bounce. Shortly thereafter, the nose gear collapsed and the airplane came to rest upright and in a nose low position. No mechanical malfunctions or failures of the airplane’s flight controls were reported. An examination of the airplane revealed that the firewall sustained structural damage during the accident. The NTSB determined the probable cause of this accident was the student pilot's decision to land with a quar-tering tailwind and his improper flare and recovery from a bounced landing. Sunday, March 7, 2010 in New Bedford, MA Cessna 150H, N6603S 2 Uninjured. The pilot of the tailwheel equipped airplane landed on runway 32, and during the rollout, a gust of wind caused the airplane to veer off centerline. The pilot attempted to correct with aileron and rudder; however, the right wing tip contacted the pavement and the right landing gear collapsed, resulting in substantial dam-age to the right wing and right lower fuselage. Winds recorded near the time of the accident were from 310 degrees at 9 knots, with gusts to 16 knots. The pilot reported no mechanical anoma-lies with the airplane and further stated "it was purely the cross-wind that got away from me." The NTSB determined the prob-able cause of this accident was the pilot’s failure to maintain di-rectional control during a crosswind landing/rollout. Wednesday, March 17, 2010 in Tillamook, OR Aircraft: Cessna 150F, N7854F 2 Uninjured. The aircraft sustained substantial damage when it nosed over dur-ing a forced landing following a loss of engine power. The com-mercial pilot and his passenger were not injured. The pilot said that he had taken off on runway 13 and turned northward. He said as he climbed to 2,000 feet above the ground, the engine's rpm began to decrease. He turned the airplane back towards the air-port and landed in soft soil, short of the runway. The airplane nosed over and came to rest inverted. The fuselage was bent aft of the cabin area and the vertical stabilizer was bent. Monday, March 22, 2010 in Lake Alfred, FL Cessna 150L, N6589G 2 Uninjured. The airplane was substantially damaged during a forced landing following a loss of engine power. The CFI and student pilot re-ported that they were turning from the base leg of the traffic pat-tern to final leg, to land on runway 23. They completed the be-fore landing checklist, before the student pilot reduced the throt-tle to 2,000 rpm. Shortly thereafter, the engine power dropped 1,500 rpm without any input from the student pilot. The student pilot increased to the throttle until the engine reached 1,800 rpm. The engine maintained that power setting for about 20 seconds, then lost power completely. When the engine lost power, the air-plane was about 500 feet AGL and during the descent neither pilot attempted to restart the engine. The CFI took control of the airplane and performed a forced landing to a field near the air-port. During the landing roll, the nose wheel encountered rough terrain, and the airplane nosed over and came to rest inverted. The airplane was examined at the accident scene by an FAA in-spector. According to the inspector, the airplane's firewall and empennage were substantially damaged. The airplane came to rest in an inverted, left wing low attitude. About four gallons of

One of the first things accident investigators look at is the propeller? Why? Because damage to the prop is like looking at an accident’s DNA. Damage to a propeller helps inform investigators what was happening with the engine during the crash. If the propeller is missing a blade or portion of a blade entirely, it may point to an in-flight separation of the prop as the initial cause of the accident. If the prop is intact, yet has minimal damage, it is strong evidence of engine stoppage because a turning prop will nearly always incur damage. If there is significant prop damage the type of damage says a lot about the condition of the engine during impact. An investigator will look for signs that the engine was producing power during impact by examining the prop for chordwise scratching and leading edge damage, as well as bent tips. If both tips are bent backward this indicates the prop was wind milling or turning at a low RPM, if the tips are bent forward, it indicates the engine was under load, high power working against high drag produce forward force on the blade tips. There are numerous other prop clues, everything from spinner rotational damage, to tree limbs that were obviously cut by a spinning prop. Take a look at the photo of the Austrian accident on Page 12. What does the condition of the prop tell you about engine power during the crash?


Blue Sky Door Latch Tired of a those sharp metal daggers under your wings? These replacement latches are made of a special temperature stable polymer. They not only protect your forehead, they hold the door open better too. Easy to install. Order on page 15.

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Avionics: King KN-53/KI-209 VOR/ILS/Glideslope/CDI package with tray and connectors recently removed by Wipaire (from my airplane) for upgrade in excellent working condition. 12-14V, $1350. King KN-64 DME with tray and connectors also removed in excellent working condition. 12-14V, $1499. KA-42B combina-tion loop/sensor ADF antenna, no connector. $75. Fair condition but working Cessna Standard Precision DG, dated Oct 3, 1968. $75. Sorry, no foreign sales due to the US customs service hassle factor. Free FedEx shipping. Paypal users can tack on another 5% to listed prices to cover the additional expense. Minneapolis area. Steve Bulwicz (612) 751-1217 Steve@[email protected] (Club Member)

King KT 76 A Transponder. For sale due to mandatory upgrade to mode "S". Bernard Savoie [email protected] $200.00 plus shipping (Club Member)

Parts: Refresh your engine with new baffles from Airforms Inc., the leader in engine baffle production. Engine baffles are available with a choice of orange, black or dark blue reinforced silicone seals. A powder coating finish is available. Otherwise, the parts are sold bare. All engine baffles are available as individual assemblies, silicone seal kits or at a discounted price for complete set pur-chases. (907)892-8244 (907)892-7244fax [email protected] (Club Member)

For Sale: Arizona 1977-150M 15,000TT 1,800SMOH compres-sions 75, 75, 75, 74. KX155 radio, KI208, Garmin 320A Mode C transponder, Sky-Tec starter, auto gas STC. Thorough annual. Hours are approximate as the aircraft is still flying. Was loaned out to my A&P/IA until just recently, so reference available. Contact , Owner - located Tucson, Kendel McCarley (520) 370-2498 [email protected] $14,500 (Club Member)

For Sale: California

1959-150 3,762TT 439.4SMOH to C-140 modifications following the David Lowe ATC. Professionally done by A & P. New paint and interior. 0-200 engine. GPS. Located in Santa Ynez (IZA) Paul Poindexter (805) 688-1224 [email protected] $32,000 (Club Member)

1972-150L 5,960TT 500SMOH Compressions 72 74 75 73. An-nual March 2010. VFR panel. MX300, RT359A w/Mode C. STC’s: Auto fuel, TAF oil Filter, M20 air/oil separator, Belly fuel sump. Complete logs, NDH in FAA/NTSB files. The aircraft did get tipped onto its nose and left wing tip in 1998 due to wind storm while being pulled out of hangar, logs state they replaced wing tip skin and dorsal skin and installed new spinner. 1998 paint, still good condition, had been hangared 1998-2008. 2006 carpet, seats, seatbelts, side windows, tires. California/Arizona aircraft. Located at Ramona Airport, Ramona CA. Bruce (858) 231-2771 [email protected] $21,500 (Club Member)

1969-150J 3,617TT 1,844SMOH All cylinders tested 77/80 or bet-ter during July 2010 annual. Engine 0200-A. Radios: ICOM IC A200 (720) COMM, King GX 55 GPS (VFR), MX 300 Nav/Com (720), Narco AT50A transponder, 3 light marker beacon. Robert-son STOL conversion. Wheel pants. Intercom - Sigtronics SPA 400 (2 place) ELT Ameriking AK-450 (6 "D" cell batteries) Shoul-der harness. Three position strobe lights. EGT/CHT. Mode C Bob Hitchcock (619) 890-5990 [email protected] $16,000

For Sale: Indiana 1967-150G 9 in and 9 out. This plane was plane of the month November 2006. Plane has a fresh annual in May of 2010 with no squawks, leather high back seats, and new carpet

Classifieds 2008. KMA 24 audio panel, KY 197 com, KNS 80 nav unit, Gar-min 300XL, and a KA 206 indicator, IFR approved. Jim Barger (317) 370-6538 $32,000 (Club Member)

For Sale: New York

1976-15077903 3,402TT 1,487SMOH 1 King KMA 24 Audio panel with 3 light marker beacon, 2 ARC RT 328T NavComs, 1 ARC IN525A Indicator, 1 ARC IN514A Indicator, 1 ARC 359A transponder, 1 ARC 543B Glideslope receiver, 1 ACK A-30 En-coder, 1 RAMI AV569 Marker beacon antenna, 1 RAMI AV22 Transponder antenna, 1 Comant CI121 Com antenna, 1 Pointer 4000 ELT, Interior: Excellent, Headliner & all plastic panels in near-new condition, carpet very good. Exterior: Freshly painted in 2007 using the original paint scheme, with bright white back-ground and flame red accent. Sold with fresh annual Bob Dispenza (716) 694-3155 [email protected] $23,900 (Club Member)

1962-150B 6,000TT 1,473SMOH 270 hrs on top end overhaul. Fastback, fresh very complete annual 12/09, beautiful original paint scheme with polished aluminum. Originally a Colorado a/c. No corrosion. Flown regularly. 7 interior 8 exterior. 70's compres-sion. Complete logs and documentation since new. Capt. Sacha Botbol (917) 705-2820 [email protected] $17,500

For Sale: Oklahoma

1964-150D 5,010TT 714SMOH 178 since new cyls., Cont 0200, KX155 radio, KT76 transponder, EGT, CHT, Carb temp., Apollo 604, engine heater, Sigtronics in dash intercom, oil filter, and wheel pants. Total restoration in 1990 with leather, carpet and Kin-zie interior. Has 40 degree "barn door flaps". Has "America the Beautiful" on the nose, American flag on the tail, and is red, white and blue. Times will vary since I fly it some. Based at KCUH. James Wells (405) 612-4003 [email protected] $25,000 (Club Member)

1967-150G 2,876TT 567SMOH King KX125 Navcom, trans-ponder, intercom, Auto Fuel STC. Restored and new Imron paint in 2001, Horton STOL, Sky Tec starter, complete logs. Gary Row-land (405) 341-4515 $19,500 (Club Member)

For Sale: Oregon 1967-15067011 2,963TT TSO 593. Fresh an-nual on delivery. Paint is good, interior is good, panel is basic and everything works. Prop and tires are good. Battery is good. Re-cently had a carb ice detector installed for safety. Pictures on re-quest or if you fly in to Portland (PDX) I’ll meet you at the airport. Jim Headrick (503) 630-2050 [email protected] $20,00 any reasonable offer (Club Member)


Pilot Light Pro The stock overhead instrument light is not really up to the task, it uses a flaky dimmer switch that is expensive to replace, and relies on a sin-gle light bulb. This battery powered LED light mounts to the headliner. It produces brighter, more even light, and has it’s own built in dimmer. It also includes two

aim-able white map lights. Available with Red, Blue or Green LED’s. Designed by a Cessna 150 owner for the Cessna 150-152.

Acrylic Fuel Tank Dipstiks with Cessna 150-152 Club calibrated measurements. Frustrated because you cannot find a fuel dipstick calibrated for your C150? We have them available for both C150's and C152's with both standard and long range tanks. Unlike the Fuel Hawk brand, these dipstiks do not artificially compress measurements in order to add an arbitrary safety “fudge” factor. You can even personalize your dipstick with your name or N number, making it less likely to be permanently “borrowed.”

See color photos of these and additional C150-152 items at www.cessna150-152.com

* prices include shipping in the USA. For other countries see club website or email [email protected].

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For Personalized Items: include a note with your order for individual assistance email [email protected] Check or Money Order Enclosed Visa / MasterCard / Discover / American Express Account #___________________________Exp ________ Signature _______________________________________ Name __________________________________________ Phone#_____________________ (required for Credit Cards) Billing Address___________________________________ _________________________________________ Photocopy and fax or mail this form with Payment to: Cessna 150-152 Club P.O. Box 1917 Atascadero, CA 93423-1917 (805) 461-1035 fax or see store at www.cessna150-152.com

Order Total:

Description Quan Price ea Subtotal

Clinton 2009 Fly-In DVD 50th Anniversary Celebration

$19.95*

Blue Sky Door Latch Kit (Pair) $45.95*

Ashtray Insert Pen & Flashlight Holder $25.95*

Pilot Light Pro (Circle Desired Color) Red, Green, Blue

$130.95*

Map Light Pro $80.95*

Luggage Scale with tape measure $12.95*

LED Finger Light, (Batteries Included) $6.55*

Book: Owning Buying or Flying the Cessna 150/152 By Mike Arman

$31.90*

MT101 STC Belly Drain For 1966-1985 C150-152’s

$52.45*

MT101-1 STC Belly Drain For 1959 - 1965 C150’s

$52.45*

Fuel Dipstik for C150 with 13 gal tanks Free Personalization.

$32.00*


$32.00*


$32.00*


$32.00*

Useful Stuff for Cessna 150 & 152 Pilots

STC Belly Fuel Drain Do you know that most water, dirt and rust in your fuel system ends up trapped at a low point between the fuel shut off valve and gascolator? No matter how much fuel you run out the gascolator the contaminants stay behind, waiting to cause you grief. You’re supposed to clear out all the junk from this low fuel point at annual, but we have a better idea. Our STC Belly fuel drain allows you to remove fuel system contamination prior to each flight. In fact it’s such a good idea that Cessna offered these as an option for late model 152’s


Of all 31,533 Cessna 150-152's manufactured, one particular airplane, serial number F150-0037, registration G-AWAW, stands out from the rest for it's unique place in history. This is the plane that Janette Schönburg flew from London, England to Darwin, Australia. Schönburg's 11,000 mile trip commemorated the 1930 flight along the same route made by pioneering aviator Amy Johnson. Jan Schönburg crossed 26 international borders during turbulent political times, a nearly unimaginable challenge in a 100 horsepower Cessna 150. The Cessna 150-152 Club will publish a new 30th anniversary edition of Jan’s book documenting the trip “She Who Dares, Succeeds” this fall.

After Jan returned home she resumed her job as a nurse, and G-AWAW was put to work in a flight school. The airplane was damaged in a windstorm, and scheduled to be scrapped. At the last moment, the London Science Museum bought G-AWAW and set it up as a static display. Thousands of people sat in the cockpit over the years. Unfortunately the museum eventually closed the exhibit, and G-AWAW was destined for the scrap yard once again. G-AWAW now sits in warehouse in London, scheduled to be scrapped in September 2010. Cessna 150-152 Club members have made it their mission to save this historic airplane and restore it for display at air shows & museums.

We need your help, even a small donation of a dollar or two can make a big difference! Paypal donations are accepted at: www.g-awaw.org or send a check made out to: G-AWAW Restoration c/o Mike Arman, PO Box 785 Oak Hill, FL 32759

Don’t Wait!

Help Save This Historic Airplane

Documents

Cessna 150-152 Pilot · satellite system? A power failure in the wireless GPS an-tenna? A lost Bluetooth connection? It could be any of those, or maybe even something else like a