The pilot of the tailwheel-equipped Cessna 180 reported that, prior to takeoff from the airport in Arlington, Washington, he adjusted his seat.
During takeoff, his seat slid back and he was not able to reach the rudder pedals or throttle lever. The airplane accelerated, veered left, exited the runway to the left, ground looped, and hit a berm.
The airplane sustained substantial damage to the right wing. The pilot sustained minor injuries in the crash.
The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
Probable Cause: The pilot’s failure to properly secure the seat before takeoff, which resulted in it sliding back during takeoff and rendering him unable to reach the rudder pedals and throttle lever, a subsequent runway excursion, ground loop, and impact with a berm.
This August 2019 accident report is provided by the National Transportation Safety Board. Published as an educational tool, it is intended to help pilots learn from the misfortunes of others.
You learn about trim settings quickly after your Cessna seat slides rearward. When I was a student pilot, my instructor was big on proper trim settings especially prior to takeoff simply because he’d had a seat slip on him. He released my latch one time during climb out to reinforce the 1) proper takeoff trip and 2) proper reaction from the pilot. Sooner or later a seat latch is going to slip, so better be prepared. Seat locks have helped reduce the occurrences, but preparation never hurt anyone.
Plan A: Write on the blackboard “I will not fly this airplane unless I absolutely know the seat is properly locked,” 500 times.
Plan B: Get the seat lock and use it!
This is a KNOWN problem and there is an AD note on it. The root of the problem is that the lock pin is tapered, and if it is not FULLY engaged it will pop out and let the seat slide all the way back. Aggravating factors are dirt, crud and carpet fibers in the hole the pin drops into, and wear on the holes themselves. This is an underwhelmingly poor design, and we need to be aware of it.
Replace the seat rails ($$$) if they are worn, make sure the pin extends fully, keep the area clean, and get and USE the accessory seat lock. It may very well save your life.
This is an old problem dating back long before FAA issued AD 87-20-02(?), well documented prior to and during WW2. Seat rail stops or locks have several configurations and are readily available. For Cessnas that pilots board with the seats further aft than when in operation, there are stops that are quickly adjustable. Why a pilot wouldn’t use them is beyond me. Been there, almost. Learned from others’ experience.
A strong “wiggle test” of the seat latch is my last preflight item before advancing the throttle.
No don’t get back on that horse until the damned seat lock is corrected. You must be vertically challenged as I have to have the C150 seat full aft to make it comfortable. I worked for Cessna in ICT and fairied many planes for the dealers and zone offices. Most of those planes were without radio gear too.
Very first solo (Summer of 1972). Cessna 150. I had a total of FIVE hours, including about 30 minutes in the pattern that morning with the CFI. As soon as I rotated, my seat slid all the way back in the track. I couldn’t reach the rudders or the throttle. Thanks to there being no shoulder harness, I COULD, barely, get my finger tips on the yoke. I was just able to push the yoke forward to level out 150 feet or so AGL. Then I quickly slid the seat back into place, climbed on out, and did my three landings.
I went back out and did some more solo work the next day. (Get back on that horse!)
Quite an experience for a 19 year old boy. I think if I hadn’t been almost six feet tall, and able to reach the yoke, I might have died that day.
Keep your hand on the throttle until power is reduced for climb or at least 500′ in the air