Quebec C152 spin on take off
Do we know if this was a go-around, or a first takeoff? Control lock left in place could be a possibility, too. It's been too many years, I don't recall where the elevator is positioned with the Cessna control lock installed? (Maybe neutral elevator, which would prevent rotation for takeoff)
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If you go around (or touch and go) and forget to put few strokes forward on the trim wheel, you'll have to push. That's a hard way to learn that lesson. I wonder how long the stall warning was going off?
That is exactly what makes me scratch my head. His flight path appears to be oriented 90° to what I would expect in a take off or t&g. How did he end up in that direction? Something apparently went really strange already before the part which we see in the vid I would assume.
I was trying to land a Cessna 172 at a small uncontrolled runway with a stiff crosswind near the limit of what the plane (and I) could do.
First approach, wasn’t going to work, so I went around.
Second approach, much better, but I was pushing so hard on the rudder that the seat slipped back a notch.
Note: I am short, 5’ 4”, so perhaps I had pulled the seat forward of where the pins were.
Still, seat slips back a notch before it latches again, and I instantly go around, immediately thinking of alternate airports that face more directly into the wind.
I knew that if the seat slipped all the way back, the instinct is to grab the yoke to pull yourself forward, which usually ends badly.
I decide to give it one more try, and due to a slight hill upwind of the runway blocking the wind, I manage a smooth landing.
If I’d had any more trouble, I would have gone elsewhere in a heartbeat.
First approach, wasn’t going to work, so I went around.
Second approach, much better, but I was pushing so hard on the rudder that the seat slipped back a notch.
Note: I am short, 5’ 4”, so perhaps I had pulled the seat forward of where the pins were.
Still, seat slips back a notch before it latches again, and I instantly go around, immediately thinking of alternate airports that face more directly into the wind.
I knew that if the seat slipped all the way back, the instinct is to grab the yoke to pull yourself forward, which usually ends badly.
I decide to give it one more try, and due to a slight hill upwind of the runway blocking the wind, I manage a smooth landing.
If I’d had any more trouble, I would have gone elsewhere in a heartbeat.
If you check if the controls are free and correct, there is not a chance that you you miss the control lock. Plus, it is staring you in the face when you get in the plane.
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Do we know if this was a go-around, or a first takeoff? Control lock left in place could be a possibility, too. It's been too many years, I don't recall where the elevator is positioned with the Cessna control lock installed? (Maybe neutral elevator, which would prevent rotation for takeoff)
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The C150/152 seat does not slide as easily as some of the larger aircraft (C172, etc.)
That flap setting was not a first take-off. So it looks like a go-around without the full power pitch up being controlled. Holding the nose position no higher than the horizon through the entire go-around until after 'cleaned up' is really, really important and should be fully trained before solo.
That flap setting was not a first take-off. So it looks like a go-around without the full power pitch up being controlled. Holding the nose position no higher than the horizon through the entire go-around until after 'cleaned up' is really, really important and should be fully trained before solo.
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It was like that on the first C150 that I flew in 1972.
It was like that on the C152 that I flew today.
The control lock was NOT an issue with this incident.
Full stop.
I insisted on very late go-arounds with two students today and only because they demonstrated very well that they could control the pitch up with full power did I allow them to go solo.
(I don't care what all you 'keyboard pilots' think. That crash had nowt to do with a 'first take off' or the control lock. It appeared to be all due to the ability to control the pitch up from full power following a go-around. Why else would an aeroplane be attempting to climb with landing flap? But then, this is PPRuNe, with the 'Professional' missing from the first "P", isn't it??))
Avoid imitations
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Not all of us are “keyboard pilots”, thank you very much. 
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The control lock on the C152 is in a "nose down" position.
It was like that on the first C150 that I flew in 1972.
It was like that on the C152 that I flew today.
The control lock was NOT an issue with this incident.
Full stop.
I insisted on very late go-arounds with two students today and only because they demonstrated very well that they could control the pitch up with full power did I allow them to go solo.
(I don't care what all you 'keyboard pilots' think. That crash had nowt to do with a 'first take off' or the control lock. It appeared to be all due to the ability to control the pitch up from full power following a go-around. Why else would an aeroplane be attempting to climb with landing flap? But then, this is PPRuNe, with the 'Professional' missing from the first "P", isn't it??))
It was like that on the first C150 that I flew in 1972.
It was like that on the C152 that I flew today.
The control lock was NOT an issue with this incident.
Full stop.
I insisted on very late go-arounds with two students today and only because they demonstrated very well that they could control the pitch up with full power did I allow them to go solo.
(I don't care what all you 'keyboard pilots' think. That crash had nowt to do with a 'first take off' or the control lock. It appeared to be all due to the ability to control the pitch up from full power following a go-around. Why else would an aeroplane be attempting to climb with landing flap? But then, this is PPRuNe, with the 'Professional' missing from the first "P", isn't it??))
Last edited by 1southernman; 10th Aug 2023 at 17:02.
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"Installation of the lock will secure the ailerons in a neutral position and the elevators in a slightly trailing edge down position."
The elevators are not locked in a neutral position. (That 'slightly' would actually be a large 'nose down' in flight.)
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It's been fairly well established that the airplane was in controlled flight, albeit very poorly controlled - the airplane couldn't get there with the control lock installed. The correct control lock for a 152 blocks the ignition (by design), so starting it would be very difficult. If you got it going down the runway with the control lock in, the "neutral" (lower) position that the elevator would be locked in would prevent the nose being raised for anything like a normal takeoff. I've never tried it, but I opine that getting the airplane airborne with the control lock installed would not be possible.
There certainly have been some silly "took off with the controls locked" accidents - I'm confident that this accident was not that.
There certainly have been some silly "took off with the controls locked" accidents - I'm confident that this accident was not that.
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A Gotcha on the 172 and 182 etc is the doors, when you get in and push the locking lever flush with the door armrest locking the door, it means the outside door handle cannot be opened.
You need the locking arm lifting inside to allow the external handle to work, not great if you never had time to open the door and people are trying to reach you. Try it next time ( on one door only ) and be aware.
Quote:
Originally Posted by Maoraigh1
The C150/152 control lock fits behind the yoke and holds it solid. The standard one is unmissable from the seats with its warning plate.
The warning plate also blanks off the mag key IIRC and if put in back to front, the throttle.
..
Last edited by NutLoose; 9th Aug 2023 at 15:09.