Schweizer tow hook mount on C.150???
Armand A. Medeiros
>
> I need to know if anyone has experience with towing with 150, 152, 172s? We
> are especially concerned about the towline interfering with the rudder and
> proper method for installing release in the towplane. Any comments or
> references would be appreciated!
>
> Matt Michael
> CFIG
> Flight Training Adventure Camps
Well, CCSC tows with a 150/150. It has the factory option tow hook
(Schweitzer) on the butt end where the round tie-down eye-bolt would go.
It's okay at sea level up to about 4000', but I wouldn't tow anything
bigger than a 15 meter ship sith it...it's kinda sluggish and slow to
accelerate.
Armand
WBY0NDER
FBCO...@aol.com
wby0...@aol.com (WBY0NDER) wrote:
>
> I need to know if anyone has experience with towing with 150, 152, 172s? We
> are especially concerned about the towline interfering with the rudder and
> proper method for installing release in the towplane.
The towhook installs (hook down) as substitute for the tail tie down ring.
Watch those tail low landings! Purchase extra "rubber" thingys and extra
capture piece.
No problem with rudder interference if glider pilot flys proper tow position.
I teach them to find the wake - then pop up 5 feet - note the towplane
position - usually reults in the towplane's main wheels just above the
horizon. This is a safe position, and better for climb.
I use a C-182 for towing Blaniks. Does well.
I once used a C-150 for towing single seat gliders - minimal performance.
Some Cessna's had a towhook as original optional equipment so some do not
require an STC.
Burt Compton
"Miami Gliders"
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Jean Richard
>
> WBY0NDER wrote:
> >
> > I need to know if anyone has experience with towing with 150, 152, 172s? We
> > are especially concerned about the towline interfering with the rudder and
> > references would be appreciated!
> Well, CCSC tows with a 150/150. It has the factory option tow hook
> (Schweitzer) on the butt end where the round tie-down eye-bolt would go.
> It's okay at sea level up to about 4000', but I wouldn't tow anything
> bigger than a 15 meter ship sith it...it's kinda sluggish and slow to
> accelerate.
The worst side of the C150 is the very poor visibility, which is to
consider in a soaring environment. Flying at 60 knots for towing means
you don't see through the windshield and what you see through the side
windows is the wing bottom...
It is not approved for heavy sailplanes. A Grob Twin with two people
aboard will probably put you over the limit. Not a good choice. In the
150 hp range, a lot better to go with a Citabria or a Super Cub.
J. Richard
Peter Story
> I need to know if anyone has experience with towing with 150, 152, 172s? We
> are especially concerned about the towline interfering with the rudder and
> proper method for installing release in the towplane. Any comments or
> references would be appreciated!
>
> Matt Michael
> CFIG
> Flight Training Adventure Camps
I have several hundred hours towing - all in Belanca Scouts (Model 8GCBC). The
Scout is a 'big brother" to the Citab... With a rigid frame fuselage, 180HP
engine
and a climb pitch prop it makes a great tow plane..
I don't have direct experience with C150's in a tow plane config., but I was
approached by a club to tow for them... They were using a C150 with a
150HP engine.... For weight & balance the battery was relocated in the tail.
The first thing I noticed when looking at this C150 was elongated rivet holes
along the tail part of the fuselage... it made me VERY nervous about flying
it.
This particular A/C eventually augered in and killed the tow pilot... The
investigation seemed to indicate that there had been some undue stress on
the rudder & elevator cables and some how an elevator cable started to
rub on the battery.. Eventually battery acid got to the elevator cable and
it broke.... Needless to say... C150s as tow planes still make me nervous..
I am curious if this was a 'one of' or this type of situation has happened with
other C150s in a tow config???
Peter Story
John Wren
was
>approached by a club to tow for them... They were using a C150 with a
>150HP engine.... For weight & balance the battery was relocated in the
tail.
>The first thing I noticed when looking at this C150 was elongated rivet
holes
>along the tail part of the fuselage... it made me VERY nervous about flying
>it.
The club I fly from has used a C150 as their main tow for 15+ years now and
have done 12000+ tows without any unusual defects. We have a world champion
and several nationally ranked pilots in our club and they all get in to the
air behind this funny tow plane. Never mind the hundreds of students we have
trained over the years.
>
>This particular A/C eventually augered in and killed the tow pilot... The
>investigation seemed to indicate that there had been some undue stress on
>the rudder & elevator cables and some how an elevator cable started to
>rub on the battery.. Eventually battery acid got to the elevator
cable..............
Can you please tell me the year this happened?
In this country (US) everyone seems to think you need to have a L19 or
Pawnee to have a glider operation. Nice to have, but not true. Bottom line,
the C150/150 or
180 works. If you have a short runway on hot days you will have to watch it.
We ran on 80+ days off a 3200' paved runway for years with the 150 hp
version. Later we upgraded to the 180 hp.
John Wren
MITSA Chief Instructor
F.L. Whiteley
Peter Story <pws...@recorder.ca> wrote in article
<360D0F80...@recorder.ca>...
> WBY0NDER wrote:
>
> > I need to know if anyone has experience with towing with 150, 152,
172s? We
> > are especially concerned about the towline interfering with the rudder
and
> > proper method for installing release in the towplane. Any comments or
> > references would be appreciated!
> >
> > Matt Michael
> > CFIG
> > Flight Training Adventure Camps
>
> I have several hundred hours towing - all in Belanca Scouts (Model
8GCBC). The
> Scout is a 'big brother" to the Citab... With a rigid frame fuselage,
180HP
> engine
> and a climb pitch prop it makes a great tow plane..
>
Following that great endorsement, our Scout is available, fresh annual and
ready to tow.
$34,900 ovno. http://www.info2000.net/~aland/scoutsal.htm
Numbers, like price, are a bit different than on the web page.
F. Whiteley
Colorado Soaring Assn.
Jean Richard
>
> >I don't have direct experience with C150's in a tow plane config., but I
> was
> >approached by a club to tow for them... They were using a C150 with a
> >150HP engine.... For weight & balance the battery was relocated in the
> tail.
> >The first thing I noticed when looking at this C150 was elongated rivet
> holes
> >along the tail part of the fuselage... it made me VERY nervous about flying
> >it.
>
> The club I fly from has used a C150 as their main tow for 15+ years now and
> have done 12000+ tows without any unusual defects. We have a world champion
> and several nationally ranked pilots in our club and they all get in to the
> air behind this funny tow plane. Never mind the hundreds of students we have
> trained over the years.
>
> >
> >This particular A/C eventually augered in and killed the tow pilot... The
> >investigation seemed to indicate that there had been some undue stress on
> >the rudder & elevator cables and some how an elevator cable started to
> >rub on the battery.. Eventually battery acid got to the elevator
> cable..............
>
> Can you please tell me the year this happened?
>
I don't know if it happened more than once, but I remember very well
about that accident because it happened not so far from my home, in a
Canadian club near Ottawa, in the late eighties.
An AD was issued by Transports Canada following that fatal accident,
since there are some more Cessna 150/150 in Canada.
J. Richard