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Couple of thoughts on the L-19/O-1 Bird Dog series aircraft. First flew the O-1 as a Military Exchange Pilot with the ROK Air Force in South Korea in the late 1980's, I still occasionally fly a Bird Dog and I am a International Bird Dog Association approved Instructor Pilot.
The Bird Dog series aircraft fly's much like a early series Cessna 180, In the Southeast Texas summertime (1500 DA, +25 C OAT and approx. 2100 lbs GW) Normal TO (no flaps or 1 notch approx. 10 degrees), little back pressure on stick and will fly off off at 50-60 IAS and then accelerate to approx. 80 IAS for good ROC and engine cooling and vis over the nose.
Short Field Take-Off, flaps 30 degree's, fly off 50-60 IAS accelerate to 60 IAS in ground effect and climb at 65 IAS till clear of obstacles then 80 IAS climb.
Stall's power off in the Bird Dog are mild with 0 through half Flaps, full flaps ailerons a little sluggish but not bad. Power on stall's are a little more sporting, she will try to drop a wing on you and spin if you not working the rudder and keeping the ball centered.
As for TO distances normal summer temp's (Houston Area) at sea-level, Fuel Half tanks and 1 person approx. 400-500 ground roll for TO, to achieve a 150 ft ground roll, I believe you would need to be at a light weight and a cold day with a brisk headwind.
Landing are normally about 70 IAS on final, 65 IAS short final 30 degrees flaps, power as needed on final, chop power when landing area made and flare to a 3 point, just like a Cessna 180, Full Flaps is a very steep approach, same airspeed's carrying power on final as needed, she sometimes like's a little bust of power during the flare to get the nose up for your 3 point landing with full flaps.
The control lock system ( which I am assuming to be the same on the SM.1019 ) is very simple, In the Pilot's (front) seat if the bar is pulled up it locks the Pilots control stick and block's the rudder pedals, the rear seat control stick is removable and should always be stowed in its bracket on the left side of the rear seat, no reason to ever have a seat belt wrapped around the rear stick to lock controls.
One thing that could get you in the Bird Dog is the Elevator Trim, it is located to the Left and way down beside the Pilot's seat and is difficult to see the trim indicator, easy item to overlook or miss-read if was trimmed nose up from the last landing for those of us who wear glasses...
The Allison 250 series turbine engine is a good engine however it has its moments ( several thousand hours behind one in Hughes OH-6/500 and Bell OH-58/206) compressor stalls are Not uncommon if compressor blades are damaged or worn, worn compressor lining's, dirty compressor blades from lack of regular chemical washes (PD-680, gas path, etc chemical wash solutions), bleed valve's sticking, and air leaks with the fuel control to overspeed governor line are common problems that will cause compressor stalls and or loss of power.
Sorry to hear about such a unfortunate accident to skilled and gifted pilot, makes us all reflect a little bit about always taking your time when strap in, all aircraft can kill us, some just do it at a slower airspeed.
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