Water in Fuel sample from a Cessna 172
METAR CYND 011300Z 27005KT 15SM -SHRA BKN017 OVC035 04/01 A2996
Aircraft: C172
Registration: C-GYWN
Dual Time: 0.7 Total: 53.9
PIC Time: 0.0 Total: 22.1
Total Time: 75.3
Today’s flight began early in the week with an email I sent to Steven asking if he had a standard “rust remover” type of flight he liked to use for someone who has not flown in over 90 days! I wanted to ask for stalls and oddly enough he came back with just that suggestion, stalls, a diversion and some hood time to go towards my night training. I was excited and nervous thinking of whether I remembered to fly or not! As it turned out we would fly but the lesson was completely different due to weather. The real secret in aviation? Always be flexible!
I was booked for 11:30 and so I showed up much earlier and sat in the ground school room working out performance numbers. I wanted to exercise my brain and go thru the whole thing as if I was on my flight test if only to keep sharp. I froze at the disability to sort out time/distance calculations on the E6B but after some noodle scratching it came back to me. Soon it was 11 and I went out to do a thorough preflight on YWN, her first flight today.
I approached the sleeping bird from her port side and grabbed the edge of the wing to give the plane a decent shake. I mused that I should give a bit of extra time for the water to separate back out of the fuel so I saved sumping the tanks until the very end of the walk around. The cup pictured above was the second draw. I could have missed it if I gave a cursory glance at the fuel but it had drizzled all night and therefore I was extra cautious. I’m glad I was! This is a great example of what water in fuel looks like.
The tank eventually ran clear with fuel after a couple more puls and as I suspected, the starboard fuel cap will need a new seal. I made my first real “squawk” in the binder then Steven and I commenced our flight.
As we taxied out Steven noted the temperature and advised we would have some PDM to consider. With the temp at 8 on the ground and active drizzle about we could get into an airframe or carburetor icing condition very easily. We opted to remain close to the airport to ensure no issues and still managed to get a great flight in.
I opted for a normal takeoff for the first one, climbing into the circuit Steven requested a normal lading touch and go. This landing was sweet with only a slight ballooning during the flare. I brought up the flaps and we took off for the second circuit. As I setup for downwind Steven asked for a short field landing. I briefed it quickly out loud then flew down to a very fine short field landing full stop. At this point he requested short field take off from where we sat. I pulled it off with ease. As we climbed out of this takeoff I commented that I wanted it to be more challenging. Steven responded by reaching for his bag.
Within moments I lost my pitot static system. My ASI and altimeter were covered by sticky cups. Magically the VSI still functioned but I instinctively ignored it. I tried the alternate static system and received no joy. So I simply brought the aircraft around for a landing. On final Steven asked for me to make it a touch and go. I thought why not. I kept flying by the attitude I expected the aircraft should be at and it flew very well. Just a bit more right rudder and we soon we climbing out at lord knows what speed!
Steven was satisfied and even gave me a decent pat on the back as I was flying along in my own glory. He removed the cups and said we could go in he was done. I asked if we could take a short hop over to Gatineau CYND so that I could do some radio work. He agreed and soon we were reporting overhead the field for touch and go two seven soft field technique, I didn’t let the nose wheel touch the ground at YND just did a wheelie and flew away.
I climbed back out of CYND up to 1700′ then crossed over Rockliffe to perform “the procedure”. It was then that I passed Steven my blackberry and asked him to snap some photos. He agreed and they are posted below. As I descended he informed me that this would be a forced approach. I asked if he would pull it or would I? He said I could. I assumed that I’d just pull it on downwind and so began flying as I normally would. Just crossing overhead the field I called mid downwind entry and Steven, the sneaky guy pulled the throttle out from under my hand!
I pitched for 65 and began a slow right turn to shorten our path to the runway. I briefed Steven on moving his chair back and removing his glasses. I was Mr. Cool here today. Put out some flaps and raised the wing to take a peek at the runway, too close! I turned away from the field for a moment, then slipped it around into a decent final. I brought the aircraft in to a pretty decent landing and even made the taxiway turnoff.
All in al it was a GREAT flight. I feel wonderful and accomplished all at once and am very thankful for everything that came together today. I even managed to get 5 landings in so I’ve reset my currency there as well. Now to go and do some useful flying . . . .
Approaching Rockliffe CYRO from the North
Mr. Pilot. Feeling good and looking happy!
Looking down on CYRO as we cross overhead
Looking up Montreal Road from above the Montfort Hospital
Approaching Rockliffe from the South