Date: 201508
Local time of day: 0601-1200
Location: ZZZ.TRACON, US
Flight conditions: VMC
Weather elements / visibility: 40
Light: Daylight
Aircraft: Small Aircraft; Low Wing; 1 Eng; Fixed Gear
Operator: Personal
Operating under: Part 91
Flight plan: None
Mission: Personal
Flight phase: Cruise
Airspace: Class E ZZZ
ATC / advisory: CTAF ZZZ
Second aircraft: Cessna 150
Aircraft component: Engine
Component problem: Malfunctioning
Reporter organization: Personal
Reporter function: Single Pilot
Reporter qualification: Flight Crew Private
Human factors: Time Pressure
Anomaly: Aircraft Equipment Problem Critical
Detector: Person Flight Crew
When detected: In-flight
Result: Air Traffic Control Provided Assistance; Flight Crew Landed in Emergency Condition; Flight Crew Diverted
Contributing factors: Aircraft; Environment - Non Weather Related; Human Factors
Primary problem: Aircraft

Narrative: After attending a destination fly out / weekend camping trip; a friend who was flying a Cessna 150 suggested he follow my aircraft back to our home airport about 200 NM away. Due to the fact I had a GPS navigation system (he did not) and an aircraft of similar performance to the Cessna 150 it sounded like a good idea and I agreed to lead. We were to stay in communication on the air to air frequency 123.45. Due to the fact both of our aircraft only have one radio we elected not to get flight following or radar services. This way we could stay in communication with each other. We briefed and agreed on a route of flight at an altitude of 5;500 feet MSL. We departed and climbed to our agreed altitude of 5;500 feet MSL. Our climb took approximately 15 minutes. Several times I was asked to slow to allow the Cessna to catch up. I settled on an airspeed of 85-90 MPH indicated. I thought it was odd that I had to slow so much to allow the Cessna to keep up. I have flown with that airplane in the past and did not recall ever having to fly at such a reduced power setting to fly together. I figured this was because of a recent overhaul completed on my aircraft and the warm temperature; as I recall it was 85-87F at our altitude or the fact that he possibly had heavy camping gear in his airplane could explain the slow speed. After several minutes in cruise flight; the pilot of the Cessna 150 following me advised me via radio he was losing power and trying carb heat. I circled around and came in behind him in order to maintain visual contact with him. [The pilot] told me he was 'dead stick'. He said he was going to attempt a restart. I told him the GPS was showing [an airport] ahead and to the right and close. He said he had it in sight and was heading for that airport. I decided to stay at my current altitude and attempt to reach ATC. It should be noted there was terrain above us in most directions as we were approaching mountains. My concern was [he] might not be able to make the airport or the airport runway and may require medical assistance if the power off landing did not go so well. I informed [him] I would be off frequency and was going to attempt to get radar coverage of us but that I would check back in with him on 123.45. I programed squawk code 7700 and put out a distress call on radio frequency 121.5. A military installation responded; I do not recall who. I briefed them on the situation and requested radar coverage so that our location was known. They gave me a frequency for ATC as we were closer to that facility. After asking [the pilot] how he was doing; he still had no power but felt he could make [the airport]. They said they understood the situation. As soon as [the pilot] landed without incident I contacted [ATC] and let them know that the aircraft was okay and thanked them for their assistance. As of this report it is unknown what the problem with the Cessna was. [The pilot] who is also an A&P mechanic suspects it is a carburetor problem. Looking back; I think I should have been more vocal about my concern for the lower than expected performance the Cessna was producing. Also it would have been possible for [the pilot] and I to use handheld radios for communication and our aircraft radios for Flight following; this would have saved time and distraction from having to change transponder codes and radio frequencies. Seems how [he] landed safely it turns out there was not a need to put out a distress call however at the time I felt it could save lifesaving time should he end up in a field hurt somewhere without ground witness to call for help. I am not sure if any protocol was broken by me [requesting aid on behalf] for another aircraft; I just did what I felt was the right thing to do at the time. I have worked in Emergency services for many years and have found things can quickly go bad and it is usually best to be prepared for the worst outcome.




Synopsis: The pilot of a small aircraft radioed immediate assistance on behalf of another pilot whose airplane was experiencing engine problems. The airplane was able to land safely.