With no dedicated avionics switch, I put on my headset and started flipping the electronics on - specifically the radio, intercom and transponder. Spoke to myself and got good feedback. Dialed in ATIS at the field to pick up the weather on COM1, reminding myself that there was only one COM radio. Good reception. I raised the flaps and went through the remainder of my checks.
When it was time to move I gave the brand new brake pads a test, and they felt as they should - brand new. I taxied to my left where there was an empty spot on the ramp where I could do a run up. As I went through the checks, I got to the engine run up and throttled up to 1,700 RPM. Everything seemed good so I went to test the mags. I'll be honest - I half expected a substantial drop, even despite the A&P telling me the cylinders were clean. Instead, I got a healthy drop on the right mag. Went back to both on the ignition and over to the left. Healthy there too. I was a bit nervous about the carb heat as well given that I had just had the carb heat control readjusted and the carb heat box replaced. The nerves were misplaced, as it responded as it should.
When it was time to move I gave the brand new brake pads a test, and they felt as they should - brand new. I taxied to my left where there was an empty spot on the ramp where I could do a run up. As I went through the checks, I got to the engine run up and throttled up to 1,700 RPM. Everything seemed good so I went to test the mags. I'll be honest - I half expected a substantial drop, even despite the A&P telling me the cylinders were clean. Instead, I got a healthy drop on the right mag. Went back to both on the ignition and over to the left. Healthy there too. I was a bit nervous about the carb heat as well given that I had just had the carb heat control readjusted and the carb heat box replaced. The nerves were misplaced, as it responded as it should.
By now the tower was open, so called them up for taxi instructions. The push button com must have worked because I received a reply to taxi to Runway 12 for departure. Along the way, I passed what appeared to be a juvenile bald ealge perched atop a taxiway sign.
Possibly a juvenile bald eagle came to see me depart
After a final set of takeoff checks, I asked for clearance to depart and was given it. Upon lining up at the departure end of 12, I slowly advanced the throttle. It seemed to me like it took a bit for the airspeed to come alive, btu I had forgot that I was accustomed to a digital read out that starts cloer to 20 KIAS. Airspeed eventually came alive and I confirmed that the engine instruments were in the green. At around 57 KIAS I began to rotate but felt that she settled a bit and needed closer to 60 KIAS to lift off, but eventually she did.
The climb was sluggish, but I had to remind myself that I was in a 100 HP Cessna 150. I realized I was also climbing at about 62 KIAS when V(x) is closer to 56 KIAS, which could explain why I was getting around 400 ft p/m in the climb. The little airplane showed up on my iPad map, where I had overlayed the course, and I turned slightly to track it to the southeast as I continued my climb to 5,500'.
It felt like the climb to altitude took FOREVER, as I was generally climbing at about 350' per minute at 65 KIAS or so. I couldn't tell if this was a result of it being hot/decently humid, the fact that I had a 100 HP engine up front, or if it was something else. Eventually I did get up to 5,500, and I set the aircraft up for cruise, leaning mixture to a turn or two rich of peak on the TAC.
Flight routing for the trip home
The flight routing I had picked for this trip was something I had thought about for quite some time. Without ADS-B Out, I'd need to avoid the Mode C veil around CVG and any Class C airspace. I chose KSJS in Kentucky as my fuel stop, with a turn south at the PRUDE intersection. This would have me slip just to the east of the CVG Mode C veil and just to the west of the Buckeye MOA. As I approached PRUDE, I was informed that the Buckeye MOA was cold, so isntead of slipping between the Mode C veil and the MOA, I proceded direct to KSJS. Estimated flight time on my iPad was 2:15 without around 14 gallons and change in fuel burn. In reality, it was closer to 2.5 hours, but the fuel burn was pretty spot on as confirmed by the fuel I added to the tanks.
I chose KSJS because it was one of the last airports before the mountains, and I wanted a lower elevation field to ensure that density altitude didn't end up biting me, which ended up being about 3,000' during my stay there. I parked near the self-serve fuel tanks and walked to the FBO, where a sign indicated that the FBO manager was at his grandson's football game for a bit. I gave him a call and he told me to just fill up and call him later to settle up. One of the reasons I love general aviation.
With tanks full, it was time to cross the mountains. I had noticed once crossing into KY that my radio was experiencing varying levels of disturbance as evidenced by a pulsating break in communications, but it seemed to vary depending on the frequency. A problem for another time. My second leg would have me proceding west of Roanoke and south of Greensboro on my way to Sanford (KTTA). I needed 5,500 to cross the mountains VFR. I wanted 7,500, and given the time it took me to climb, I had concerns about getting that high on such a high density altitude day. Although it took awhile, 4TV made it to 7,500 ... and then some.
The terrain portion of the trip, with a climb to 7,500
At 7,500 clouds started to appear on the horizon. At first I was passing above them, but it was clear that they were building, and that I'd either need to climb or descend to avoid them. I first tried climbing, and much to my amazement, got up to 8,500', which was in reality closer to 10,000 when factoring in density altitude. Was great to know she could get up that high, which made me wonder if she had a cruise prop rather than a climb prop up front.
Eventually, it became clear that 8,500 wasn't going to clear the clouds, and that I'd need to scud run a bit between the cloud layer and mountain tops. I dropped do 6,500', and ended up as low as 6,300 across the mountains to get through, but did so with no problem. ATC did advise me of a small cell of heavy to extreme precip on my route, which led me to deviate south. For some reason, which was probably user error, Sentry wasn't giving me radar or weather, so I flipped over to my cell phone to see the cell in question, plus a small one further south. I split the two and picked a heading that took me further south than planned, but beneath happier clouds.
Eventually, it became clear that 8,500 wasn't going to clear the clouds, and that I'd need to scud run a bit between the cloud layer and mountain tops. I dropped do 6,500', and ended up as low as 6,300 across the mountains to get through, but did so with no problem. ATC did advise me of a small cell of heavy to extreme precip on my route, which led me to deviate south. For some reason, which was probably user error, Sentry wasn't giving me radar or weather, so I flipped over to my cell phone to see the cell in question, plus a small one further south. I split the two and picked a heading that took me further south than planned, but beneath happier clouds.
As this second leg was slightly longer than the first, and with my deviations vertical and lateral, I decided that I would play it safe and add a fuel stop. This was part because of the reality of landing with seven gallons of fuel remaining, despite being over an hour's worth of fuel, was unnerving for me coming from higher performance aircraft. Looking at my options, I decided to go with Elkin, NC (ZEF).
Approach into Elkin and FBO cat the sign on the door said not to let out.
ZEF had a self-serve pump, so I parked next to it and proceded to gas up. The pump wasn't super intuitive, and I fumbled with it a bit while an older gentelman sitting in a car on the ramp looked on. Eventually I got it to work and filled up. After I was done I walked toward the FBO and the older man chatted with me about the airplane, complimenting its looks (which I appreciated). Sign on the door said not to let the cat out, and a cat lover, I was excited to meet this FBO cat who was napping in a bed on the window. Hit the bathroom, texted my wife, started back up, and headed off for the last leg of the trip.
There was only about 100nm remaining from ZEF to TTA. I deviated slightly to stay clear of the GSO Class C, but otherwise it was an easy and smooth leg. TTA's pattern was fairly busy, as I expected it to be, and I announced my presence 10 miles out, letting everyone know I didn't have ADS-B Out, but could see them. Found a good spot to enter the downwind to Runway 3 on the 45, and did so. Quick pattern and I was on the ground, taxiing to the ramp to bring her home.
Found a spot and tied 4TV up, walking to the FBO to meet my wife and one of my sons who had driven in to pick me up. My son and I walked over to the plane so I could finish grabbing all of my stuff and clean it out, while my wife waited on the ramp with our dog. And just like that, she was home. Total time logged - 5.7 hours.
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