Taking off with 10 degree flaps in a cessna 150?

Would need to know the actual Density Altitude and exact model of C150 to know for certain. There are three possibilities that come to mind:

1. You should not have flown at all at the weight/temp combination. It was simply beyond the airplanes capability.

2. You should have conducted the TO without flaps. Flaps will help shorten the ground roll, but they also create more drag which is a problem once out of ground effect, and trying to climb. BTW, this is the same situation faced by any pilot who has a choice of takeoff flap settings.

3. You might have been having trouble climbing, but adding a bank (necessary to turn) just pointed some of your lift to the side, thereby creating even less effective lift. It may be that patience would have been rewarded.

I already know the answer,but have to ask: Did he do a weight and balance, and did he even look at the performance charts? Even if he did, with a 150 (old airplane) it is unwise to push the performance right up to the limit. That airplane is destroyed now, but was probably real tired before you flew.

You and your father are lucky to be alive.

A lot to be said here but I'll just go with what I know I have a stock 62 c-150 and regularly take off out of a grass strip about 2000 ft I'm 240 lbs passengers 190 or less half to 3/4, tanks no more, temp 80 to 90 successfully. I always use 10 degrees of flap yolk back ground effect after liftoff around 45mph and then climb at vx don't retract flaps until clear obstacle. It's unclear what da was for you that day but I have seen often times panic instead of patience cause a problem maybe technique is the issue. A c-150 is a great a/c but not known for its short take off's but is true off all aircraft they will only do what they can do the rest is up to the p.i.c. I think the turn back at low speed was not the right call. Don't let it pull you from aviation learn from it we all get bit some way or another your doing well searching for answers.....remember the airplane knows how to fly she just needs you to point her in the right direction......

Too hot. Too heavy. In some cases 10 degrees of flaps are advisable. As long as he used the proper airspeeds that shouldn't have been an issue unless he tried retracting the flaps too soon after becoming airborne. Useful load is around 500 pounds in a C-150, give or take a little. Full fuel (26 gallons, minus whatever is used for start, taxi and runup) weighs around 150 lbs. Add the weight of you and your dad and you're looking at 525 lbs, plus any extra gear in the plane. At most I don't see you being more than 50-60 lbs overweight. However, at max gross weight on a 96 degree day, climb performance isn't great, even at sea level. The higher the elevation the airport is, the worse the performance becomes. If the engine is a little old and tired, even worse. You're lucky. Very lucky. Sorry, but dad is stupid. Very stupid.

I took my private pilot checkride in a 150 and still have the owner's manual. The manual states that normal and obstacle takeoffs are to be performed with flaps up. Checking the weight and balance section from the manual (your airplane will have its own data carried inside the airplane) with full fuel the maximum load is only 365 lbs. So you were likely over the gross weight of the aircraft. As others have pointed out, the density altitude is the key parameter to examine. For that we need the airport altitude as well as the temperature (and atmospheric pressure). The owner's manual gives a rate of climb at 10,000 feet and 23 def F as 260 feet/min. My experience with the 150 was that even with 1 person on board one was unlikely to get anywhere near this rate of climb at that altitude.. Also, the indicated airspeed is an important parameter. If the takeoff climb was not in the 70-75 mph range then the maximum rate of climb would not be attained. There is a lot of inattention to detail and bad judgement associated with this sad story.

Chances are you were over gross weight allowed. When I took my checkride, I could take on full fuel only if the examiner was under 175 pounds. I weigh 160. So, chances are the reason for the lack of climb rate was being overgross weight. It did not help to be on a hot day, and as one of the answers stated, we'd have to know the denisty altitude, the height of the trees, and the distance from the end of the runway to calculate properly. Glad you are alive. Tough lesson to learn..

confident. spins require application class, however the a hundred and fifty and 152 continually fly in application class. the aerobat variations can do better than in basic terms the common spins and chandelles and issues. have you ever executed a spin? different than for the pullout on the backside, the g is minimum. i'm informed that glider pilots oftentimes use spins as a skill to lose altitude. later: you should be very aggressive with the controls to get a cherokee to spin in any respect. i anticipate the a hundred and fifty/152 are comparable.

Well, based on your other question about your Dad's medical and BFR, we can add careless and reckless (that was really already there) and failure to properly preflight since it sounds like you definately took off over gross.