The International Cessna^® 170 Association

The only drawback I can see in these control locks is that they lock up the ailerons in a neutral position. I would much prefer a set of locks that leave the control wheel cocked over to the point that a pilot is just naturally going to try to neutralize the wheel which will be damn sure cause him to remove them before attempting to fly.
Many years ago the Army Air Forces, prior to becoming the USAF, went through this with the C-47 & C-53 (DC-3 Types).

I learned to lock ailerons in a neutral position after finding the makings of a bird's-nest in the aileron that was tied in the "up" position. If they're neutral, birds don't have access to the lightening holes.

Those look like very nice looking gust locks. They are similier to the the style I have used. on my 170s. They work well on 170B models but are a bit lacking on A models because the flap also has to be reliably locked as well. 170A owner can not rely on the internal flap lock itself. A second set of these may not work on the wing root area for A models.

The most important part of those or any locks is the red remove before flight ribbon. These deteriorate in the weather and fall off. And here is what can happen.

I was distracted on preflight and only removed one once. I usually do a control free check before takeoff and being behind schedule either didn't do one or did one but didn't realize I wasn't getting full aileron travel. These locks, specially with only one on will allow some travel. Anyway 10 MINUTES into my flight I looked out and saw the gust lock installed. After considering my options I very carefully landing back home and removed the lock.

I stopped using two locks as it just wasn't necessary on a B and I vowed never to install a lock again without a BIG ribbon and not to be distracted on preflight.

Fast forward about 5 years and I'm now in a partnership with a good friend in an A model. He's owned this airplane and locked the flaps and ailerons with the same gust locks for 35 years. No ribbons. No ribbons never sat well with me but I never just put them on. Two months ago my partner and another good friend left a large fly-in after getting in taxiing the aircraft, getting out for a briefing, getting back in, and taxiiing in front of about 200 people. And guess what he discovered as he attempted to make a 180 degree turn of departure that he has all four gust locks installed. He makes an uneventful landing at another close by unattended airport. Those gust locks now have red no fly ribbons on them.

If you think it won't happen to you, your wrong. There are lots of control lock stories of all sorts. Refuse to install locks of any kind without big visible warnings. It sounds so easy and so basic but a good preflight proceedures and a good control check should always be completed. I've been very lucky twice. I hope I have a third luck charm to cover me and my friends, and you are all my friends, but I wouldn't count on it.

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Murphys Law, Murphys Law, Murphys Law!

I did that with a slip on step and lost it downfield. I went back and found the step and now when I use the step, the snap red flag goes on my throttle. This won't happen again this way.

John

If you think it won't happen to you, your wrong. There are lots of control lock stories of all sorts. Refuse to install locks of any kind without big visible warnings. It sounds so easy and so basic but a good preflight proceedures and a good control check should always be completed. I've been very lucky twice. I hope I have a third luck charm to cover me and my friends, and you are all my friends, but I wouldn't count on it.

Number of years ago we investigated a DHC-6 Twin Otter crash were the aircraft took off and crashed (fatal) with the control lock on. If you know the Twin Otter control lock that is pretty amazing. Anyway, as a result of that crash the control lock on the Twin Otter was redesigned locking the elevator in a nose down position rather then neutral position so the aircraft could not become airborn with the lock on.

I've never forgotten to unbuckle the seat belts from the control yoke before sitting in the seat.

(although I HAVE forgotten to remove my external rudder-gust lock/cord ...until I tried to make a turn while taxying and checking for full control-movement of the elevator.)

+1 for George.

I lock my controls with my seat belt and have a bridle made up to hold the rudder by the tail light.

Pretty impossible to get in the airplane and taxi out of my tie down with either in place.

gahorn wrote:I've never forgotten to unbuckle the seat belts from the control yoke before sitting in the seat.

I was absolutely sure George would make the seat belt observation and the point is well taken. However the BK117, the current model of helicopter I fly, HAD a control lock that stretched from the cabin side to the top of the cyclic. Not real easy to get in with it employeed. Depending on your seating position, not comfortable to have employeed will seated and most definitly in your way with basic cockpit ergonimics. Yet after 25 years they have all been disabled because some pilot attempted to depart a roof top helipad with the control lock in place. If it can be done it will be done by someone some place no matter how impossible you think it might be.

As for the seat belt gust lock I have used it in a pinch but something doesn't sit right with me about the control system holding the ailerons. My airplane has been stored outside it's entire life and that would be a lot of "flying time" counting gust control. Probably a Ford/Chevy converstation but we all draw a line a little different. Why just the other day I was thinking about painting my airplane. Should it be red.....no way.

And another issue is the seat belt will not secure the flap on a A model, my current 170.

When using rigid, slip-on gust locks such as pictured, making an additional gust lock type indicator to slip over the control wheel will be one last reminder that gust locks are installed. Of course a reminder won't work if it isn't used.

I always think about the stress on the cables when using seat belts to hold the elevator & airleons. I use gust locks, the round thumb screw style. and the bridle gotten at the one convention.

John

n3833v wrote:I always think about the stress on the cables when using seat belts to hold the elevator & airleons. I use gust locks, the round thumb screw style. and the bridle gotten at the one convention.

John

That's certainly true, John, and external locks truly are better from a security standpoint, ...but virtually EVERY manufacturer locks the controls from inside the cockpit. (Although the 170 Owner's Manuals don't mention any aileron/flap control-locks other than external locks, it does recommend seat belts for elevators. Unfortunately, it also recommends an external surface lock over the "fin and rudder"...CLEARLY A NO-NO!) In any case, the seat belt method for ailerons/elevator mustn't be too harmful under everyday ops.
If I were almost always tied down outside, external locks is what I'd use, but I'm hangared and the only time I face this problem is when I'm parked outside on a trip...a rarity. I don't want to carry bulky control locks and it's rare I'd be outside in severe winds. I'd place it in a hangar first.

PS, the Va for this airplane is 115mph. It works both ways, so unless we've tied down in a hurricane
....well, maybe that's an exaggeration, but if a gust damages internally locked controls, then it was probably parked in the wrong place.