C150 down at Tatenhill
 

C150 down about 200m short of RWY26 at Tatenhill. Engine stopped on the D/W leg. Word on the street is fuel, or lack of it! All OK.


https://cimg0.ibsrv.net/gimg/pprune....a1577d5033.jpg

Was it rather a large circuit? Because an engine failure on the downwind leg would normally allow a smart U turn and land about opposite the point where the noise stopped.

Having a logo like that on your tail is temping fate ... :O

https://cimg5.ibsrv.net/gimg/pprune....4c6045bcc2.jpg

It would not be a fuel issue unless there had been a massive leak or a fuel blockage. More likely a stall, or some other mis-handling error. Glad they got out ok.

Flaps look retracted.

C150 down at Tatenhall
 

Now this one is real hard to figure considering the C150 is the most foregiving A/C I ever flew.
be interesting to find out what really happened.

Probably one of those square circuits where the aircraft rolls out halfway round the upwind turn, gets further displaced from the airfield, then continues onto the downwind leg! 🤔

Hmmm, that area looks like the kind of place I would choose for a forced landing for which I expected a satisfactory outcome...

Carb ice ? Mixture pulled out by mistake ?

Soft field landing would have been prudent.

The previous two comments seem to point to the cause and the consequence.

The aircraft and location do seem to be fated....

https://www.gov.uk/aaib-reports/cess...-november-2009

Engine running or not, I would always try to land on the main wheels. At least the tyres are clean.

I know nothing of this accident, other than the photo, and reading some comments, but I have seen a few just like this in real life (one fatal). I opine that if forced landings were actually practiced to touchdown, there would be fewer accidents following a loss of power for any reason. 100 series Cessnas can be kissed onto the surface power off from altitude, with a little practice. If the ground is very soft, yes, a noseover is a risk. The ground in the photo does not look that soft, though I concede, that the ground at the touchdown point is not in the photo, and perhaps was not as welcoming.

In any case, practice forced approaches to touchdown as much as possible.

When was the last time anyone did a pick your field practice? I was taught it when learning and usually it was down to 100-200ft and then power away. I continued to do it to keep my hand in (especially when flying different aircraft) PA-38 rate of descent raised my eyebrows but I was probably over-compensating to avoid getting anywhere near stall speed.
Looking at the picture, appears to be evidence of heavy braking on left mainwheel, uneven ground, heavy braking causing nosewheel loading and collapse with just enough inertia to flip the plane.

For me, an hour ago, power off from downwind to rollout. Touchdown within 150 of my selected spot, so I was pleased.

I think that's pretty common. However, when I practice myself, and train other pilots, I'll set things up so it'll be a full landing, it's better practice. You'd be surprised at the factors which can affect your landing, which only come into affect in the last 100 feet!

Or, just a really hard hit. Looking at the surroundings, I would not be thinking braking as an early element of that forced landing - lot's of room, even with zero flaps extended. I think that landing there, you'd have to add power to make it to the apron!

A lot of rain last night. Our strip, which had been OK at the weekend, was surprisingly soggy today. Perhaps the picture doesn't tell the whole story.

based on the thread for the last off field incident, I thought it was more important to have numerous pages of back and forth on whether the pilot declared an emergency, PAN, or MAYDAY, and if he/she did or did not, why not....:E

I had the throttle closed (engine to idle not stopped) for me, on the downwind leg, twice today. The delights of the biennial reval flight. Both times I modified the circuit shape/size and got onto the ground without resorting to more throttle. It wasn't tidy but it was effective and I still had the aircraft to fly home afterwards. I do love side slipping and generally chucking it about at low altitude on approach. It is easier to rescue an overshoot than an undershoot so I always aim high. I do wonder how much difference a stopped engine would make things but I am not ready to try it into a 380 metre strip.........

Rans6............................

Back in the good old days flying the Queen's aircraft we flew oval circuits so you were just about at low key anywhere along the downwind leg. We also practiced PFLs to touch down all the time. We also did all of the elements of what is now called the advanced UPRT course before we went solo. Perhaps there is an opening for and advanced circuit course to be included in Part FCL? It could be mandatory before starting your type rating course and could include all those things we used to be taught before we went solo.

MM