C-150/180 tow plane?

Hi,
Does anyone have experience using as a tow plane a C-150 with a 180hp
conversion? There is one on the market for a very good price. It has a
tow hook and a STOL kit already installed. Obviously, a Pawnee would
be the best choice. But, for 15-20K less, two seats and trike gear, it
seems a like a great opportunity. Currently, the local commercial
operator is using an old C-182. However, his plane isn't all that well
maintained. The plane would mainly be used for towing single place
ships without ballast, like my B4. The heaviest thing it would have to
tow is a L-13 or L-23.
Thanks much.

On Oct 15, 6:46*am, macquistan wrote:
Hi,
*Does anyone have experience using as a tow plane a C-150 with a 180hp
conversion? There is one on the market for a very good price. It has a
tow hook and a STOL kit already installed. Obviously, a Pawnee would
be the best choice. But, for 15-20K less, two seats and trike gear, it
seems a like a great opportunity. Currently, the local commercial
operator is using an old C-182. However, his plane isn't all that well
maintained. The plane would mainly be used for towing single place
ships without ballast, like my B4. The heaviest thing it would have to
tow is a L-13 or L-23.
Thanks much.

As these will greatly influence suitability of the C150, can you tell
us your:
- typical density altitude
- field length
- field surface

On Oct 15, 5:46*am, macquistan wrote:
Hi,
*Does anyone have experience using as a tow plane a C-150 with a 180hp
conversion? There is one on the market for a very good price. It has a
tow hook and a STOL kit already installed. Obviously, a Pawnee would
be the best choice. But, for 15-20K less, two seats and trike gear, it
seems a like a great opportunity. Currently, the local commercial
operator is using an old C-182. However, his plane isn't all that well
maintained. The plane would mainly be used for towing single place
ships without ballast, like my B4. The heaviest thing it would have to
tow is a L-13 or L-23.
Thanks much.

Burt Compton has a 180 horse 150 out in Marfa. I've towed behind it in
an L-23, and it was decent. For light single place ships at low to mid
density altitudes a 180hp/150 would be more than adequate.

Peter

We once considered a 180/150 but rejected it when we found Cezzna
limited the maximum tow weight to something around 950 lbs. That
would be fine for dry single seaters, but wouldn't work for two-
seaters.

So, we ended up with a 180 h.p. Cezzna 172 (Penn-Yann conversion long
before we bought it.)


Ray Lovinggood
Carrboro, North Carolina, USA

On Oct 15, 5:46*am, macquistan wrote:
Hi,
*Does anyone have experience using as a tow plane a C-150 with a 180hp
conversion? There is one on the market for a very good price. It has a
tow hook and a STOL kit already installed. Obviously, a Pawnee would
be the best choice. But, for 15-20K less, two seats and trike gear, it
seems a like a great opportunity. Currently, the local commercial
operator is using an old C-182. However, his plane isn't all that well
maintained. The plane would mainly be used for towing single place
ships without ballast, like my B4. The heaviest thing it would have to
tow is a L-13 or L-23.
Thanks much.

My club uses a C-150 with a 180 hp conversion. It tows very well at
1500 ft field elevation all summer long when temperatures reach 100 or
more. It has a climb prop. It has towed my single-seater with full
ballast at 1150 lbs. as well as the G103C with two on board and an
open class ship with full ballast. I typically see 500fpm dry and
400fpm on tow with ballast. It is easier to find qualified tow pilots
for a trike than a tail-dragger.

On Oct 15, 11:19*am, Tom Nau wrote:
On Oct 15, 5:46*am, macquistan wrote:

Hi,
*Does anyone have experience using as a tow plane a C-150 with a 180hp
conversion? There is one on the market for a very good price. It has a
tow hook and a STOL kit already installed. Obviously, a Pawnee would
be the best choice. But, for 15-20K less, two seats and trike gear, it
seems a like a great opportunity. Currently, the local commercial
operator is using an old C-182. However, his plane isn't all that well
maintained. The plane would mainly be used for towing single place
ships without ballast, like my B4. The heaviest thing it would have to
tow is a L-13 or L-23.
Thanks much.

My club uses a C-150 with a 180 hp conversion. *It tows very well at
1500 ft field elevation all summer long when temperatures reach 100 or
more. *It has a climb prop. *It has towed my single-seater with full
ballast at 1150 lbs. as well as the G103C with two on board and an
open class ship with full ballast. *I typically see 500fpm dry and
400fpm on tow with ballast. *It is easier to find qualified tow pilots
for a trike than a tail-dragger.

I don't know the details, but whenever I hear this discussed the
problem seems to be something to do with the nose wheel being attached
to the firewall and the possibility that a grass strip, if somewhat
rough or if it has dips, will tend to bang the nose wheel to the point
that the firewall has to be replaced. Other knowledgeable people will
dispute this.

Brian

It is easier to find qualified tow pilots
for a trike than a tail-dragger.

The old guard in our club seem to have a deaf ear regarding this
important point. Many of us in our club are SEL rated pilots and would
love to tow, but getting a tail wheel endorsment, and the required TW
time for insurance purposes will keep us from ever being PIC in the
clubs TW towplanes.

I suspect it has more to do with providing the club towplanes to the
regional contest, where they regularly tow heavy ballasted ships.
Seems the Pawnees do a good job in that regard, kinda hard to beat a
Pawnee, until you can't find anyone to drive them.

Brad

Tail wheel endorsement.. no problem.. we have access to a Decathlon (about
$130/hr) and Scout (pay for gas)
We have a TW Instructor... you need to get your own High Performance
endorsement.. but we could work that somewhere if needed.
Our insurance requires recent tail wheel experience, at least 10hrs TW,
Private Airplane with 200hrs total time.
And be a named pilot on the policy. We provide 10 landings in the Pawnee
before towing, and required towing endorsements.

We have a 250HP Pawnee, fixed pitch
BT

"Brad" wrote in message
...
It is easier to find qualified tow pilots
for a trike than a tail-dragger.

The old guard in our club seem to have a deaf ear regarding this
important point. Many of us in our club are SEL rated pilots and would
love to tow, but getting a tail wheel endorsment, and the required TW
time for insurance purposes will keep us from ever being PIC in the
clubs TW towplanes.

I suspect it has more to do with providing the club towplanes to the
regional contest, where they regularly tow heavy ballasted ships.
Seems the Pawnees do a good job in that regard, kinda hard to beat a
Pawnee, until you can't find anyone to drive them.

Brad

BT -

Our insurance requires 100 - 200 hours of tailwheel time; Total Time
isn't considered a factor, AFAIK. :-P

And renting a club towplane - even at a cheap rate - adds up to a LOT
of money, when you have to rent for 100+ hours!

I'd really love to hear from operations using grass strips... Any of
you out there using a tri-gear towplane?
We've really been preached to about the wear and tear on the nosewheel
of a tri-gear towplane, when taking off from grass. Our strip is
grass with about a 1500' long takeoff area (no obstructions beyond
this area for a mile, so we just have to be off the ground in under
1500'). Its very compact dirt with short grass, but the surface has
some dips and humps (no potholes, but its not pancake-flat). NOTE: We
have a paved runway that can be used for towplane landings; so wear
and tear on the nosewheel from landing isn't an issue.

Thanks!

--Noel
(yes I'm still alive; I've just been away from Soaring for a few
months with a back injury)

Noel.. the open pilot portion of the policy requires 100hrs tail wheel time
and 25hrs in Type (Pawnee).
With less than 100hrs tail wheel and zero Pawnee time, then the pilots must
be named on the policy.
To be named on the policy requirements are as previously stated. All we need
to do is get 10hrs dual for a TW endorsement and get them named on the
policy.

BT

"noel.wade" wrote in message
...
BT -

Our insurance requires 100 - 200 hours of tailwheel time; Total Time
isn't considered a factor, AFAIK. :-P

And renting a club towplane - even at a cheap rate - adds up to a LOT
of money, when you have to rent for 100+ hours!

I'd really love to hear from operations using grass strips... Any of
you out there using a tri-gear towplane?
We've really been preached to about the wear and tear on the nosewheel
of a tri-gear towplane, when taking off from grass. Our strip is
grass with about a 1500' long takeoff area (no obstructions beyond
this area for a mile, so we just have to be off the ground in under
1500'). Its very compact dirt with short grass, but the surface has
some dips and humps (no potholes, but its not pancake-flat). NOTE: We
have a paved runway that can be used for towplane landings; so wear
and tear on the nosewheel from landing isn't an issue.

Thanks!

--Noel
(yes I'm still alive; I've just been away from Soaring for a few
months with a back injury)