1st emergency landing

Hengelo said:
Well done! 2nd @Ed Haywood on telling ATC what you want and protecting your altitude.
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I'll third that decision to hoard your altitude. The fact that ATC quickly throws the instruction to "descend to" out in the first place is a solid indicator they don't understand the seriousness of the situation.

In addition to maintaining altitude during any loss of power situation, an expeditious turn towards the closest runway should also include the mindset that the engine could completely quit, or continue to lose power at any moment. The ability to maintain altitude may only be temporary.

Choosing then navigating towards the closest runway via the quickest route may not be the best decision. Depending on wind and terrain, the closest runway may not be the best choice.

If possible, pick a runway and fly a route that keeps as much survivable terrain beneath the plane as is possible. There's a reason the engine is acting up, and it's likely not going to be something you can fix in the air. The odds are greater the problem could worsen before it will improve on its own, so be primed and ready for it to quit at any instant.
 
OneCharlieTango said:
You're right, of course. But when you're flying something with the value of a C150, it would be hard to invest the cost of a multi-probe engine analyzer. No offense to 150 owners! :cheerswine:

And kudos to the OP!
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Depends do you buy an engine monitor for fuel savings or do you buy an engine monitor for safety? If for safety does it matter what airframe it goes in?
 
farangutan said:
Just helped a friend replace the air intake box on his C150. Similar issue, carb heat lever broke off and it was stuck with carb heat on. It happened once before but the weld fix broke on the weld. Good job Ahmad!
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Sounds like an improper repair.
 
Brad Z said:
Whoops, my bad on not reading through the whole thread. I still stand by my advice to do a mag check in flight after a loss of power in flight. It will at least narrow down the possibilities.
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A dead mag should cause the EGT temperatures to all rise when the cylinders have lost half of their spark.

Even with a single EGT probe, knowing what your normal EGT reading for a particular phase of flight could indicate the engine has lost a mag, and the engine will momentarily quit during the mag check when the dead mag is identified.

Before flipping, you may consider informing any passengers that there may be a little surprise occurring when the check occurs.
 
OneCharlieTango said:
You're right, of course. But when you're flying something with the value of a C150, it would be hard to invest the cost of a multi-probe engine analyzer.
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Fair point. But an EDM 730 is about two thousand bucks, and would be an easy owner install under supervision.
 
Honestly looking at the part that came loose looks like it should have been caught during the annual in 1986. How nobody caught it or replaced it is crazy to me. And annuals aren't cheap.
 
ahmad said:
Honestly looking at the part that came loose looks like it should have been caught during the annual in 1986. How nobody caught it or replaced it is crazy to me. And annuals aren't cheap.
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Nobody is ever going to look as closely at your plane as you will. Make a habit of yanking the cowl and checking things out.
 
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