Margins of Safety: Avoiding Traffic Pattern Stalls

[@Michaelc136]

The stall horn mixed in the music was probably the closest thing to a new genre called "horror music"

[@vedymin1]

Imagine a new version of the jaws theme....but with this...it would sound like someone blowing ass in increments through a trumpet :)

[@StephenMatthewMusic]

Kind of like a bag pipe from hell being tortured to death. A bit avant-garde.

[@TenMinuteTrips]

Search “Harmonica Once Upon a Time in the West” on KZbin. When you first see Charles Bronson, there’s that sound!

[@BrassLock]

I could've used that "passenger terminator switch" a few times when driving my car in city traffic.

[@jwills8606]

The one thing you will NOT survive is a stall from a skidding turn at pattern altitude. The best training flight I ever had was over thirty years ago with aerobatic instructor Rich Stowell, when we practiced turn-to-final skidding stalls at altitude. Even though I expected it, the inside-wing stall was so gentle that I didn't recognize it until we were in a spin. The wing just gently dropped, as if we were turning, but it kept dropping. We did that three or four times, and nothing has ever impressed me so much. Slipping in the pattern is fine - and useful, of course - but I am a Nazi about skidding turns, and it does not matter whom I fly with, if I see that ball on the outside, I speak up AND RIGHT NOW.

[@kewkabe]

My instructor told me 1.4 times Vs0 in landing configuration or Vs1 is minimum maneuvering speed in the pattern, which accounts for 30 degree banks onto base and final. I cut out a little arrow from the sticky side of a post-it note and put it on the airspeed indicator whenever I'm renting a new aircraft. Stay above that speed bug until on final!

[@VinodChandru]

This is great and in line with the advice here regarding the min maneuvering speed: kzbin.info/www/bejne/o5DXfIaeocuSnbc

[@TeriyakiTornado]

do you fly VS0 or VS1 in all legs of the pattern?

[@jacobshaw808]

Dang-1.4 Vso will just about allow you enough margin for 60 degree turns! (Please don’t try it) Better safe than sorry. I’m assuming you slow it down once your established on final??

[@atsigavimomeistras8590]

1:23 I see you are on a traffic pattern, let me play you a song of my people.

[@Poop-nu1so]

underrated comment

[@FlightHours]

looks like we all triggered at 1:22 great editing & production, these keep getting better

[@peachtrees27]

Wow you guys sure upped your game. Nice editing ASI!

[@dryan8377]

Yeah, they finally got rid of the guy using windows 98 with a crt monitor, aol, and a 56k modem. All of the older vids are 240p. striking difference.

[@prorobo]

Good motion graphics, well-produced video overall. Good stuff and a great reminder for sterile cockpit operations.

[@pkettler]

An especially dangerous situation is overshooting the final on a base with a tailwind component, compensating with a heavy rudder and not enough bank or speed. This is the perfect spin entry setup. It's scary, and should be. If coming into this situation go "straight and level," adding power, and go around. No exceptions!

[@markhathaway8431]

tricky at an airport with two runways side by side

[@Dragon-Slay3r]

​@@markhathaway8431?

[@stevewilson5546]

Flight instructors should teach how the airplane feels approaching a stall. The controls get loose and the A/C feels mushy. It takes more stick movement to change any parameter. The immediate response is nose down to gain speed, adding power if needed. Other than that, a very good video. Some of the comments are also excellent and worth studying.

[@alohabravocharlie4878]

1:22 HOLY#### what kind of music instrument do they use? Flute? Bugpipe? totally sounds like a stallhorn. terrifying af

[@cambrosn]

Great points! I'm from a moderately high performance training world (military) which is slightly different than the GA world. I also like to take my students to the practice area and allow them to explore high AOA flight at both high and low speeds. The amount of stick movement versus G-loading is very different right at the stall threshold and it's good to feel that and know exactly how the airplane is talking to you. I've found that if a student knows a stall is imminent, they're more likely to correct the error or go around before it becomes an issue.

[@DriveFast_FlyHigh]

This is so important. It's easy to fixate outside the aircraft and lose track of your speed or bank angle while in the pattern, but every pilot should be able to feel when the aircraft is approaching a stall condition. Whenever the controls start to feel soft when I'm in the pattern it's like an early stall horn going off in my head telling me to glance back at the airspeed indicator and make sure I'm on speed and not in danger of an accelerated stall. One time I actually had the airspeed indicator get stuck and I knew something was up because of wind noise and control feel.

[@dpratt2000]

Another great AOPA video. Well done! And love the look of that yellow 152. I want one!

[@dryan8377]

Agreed. Just that 152's are so small inside! They were made for little people. :^)

[@voornaam3191]

Is that Piper Cub yellow? The first series were chrome paint yellow, is that that color?

[@cabdolla]

There is absolutely no reason why you have a 30 degree bank limit. Glider pilots fly 45 degree steep turns in the pattern - its even in the FAA Glider hand book. We don't stall spin out of the sky and we don't have the luxury of a stall horn either. It's all done by feel. Your advice will lead pilots to do woefully shallow bank turns, and compensate by using the rudder to swing the nose and kill them. If you need to turn more, you need to BANK HARDER and keep the yaw string (ball ) centered. The angle of attack is agnostic to bank angle. What you do not want is to be in a sideslip if you stall because you're ruddering around in the sky. Military jets also do NOT do these shallow bank angles. They do near knife edge break turns, dump the gear and flaps, and slam down on short final to the runway with speed brakes deployed. I watch the F-16s do this daily. In short, bank as hard as necessary to up and including 45 degrees in the pattern to complete the circuit. If 45 degrees bank is insufficient, break off the turn and abort the approach. Learn to use those rudder pedals between your feet, they are not a foot rest. Why is it 45 degress? Because the approach speed for an airplane is 1.4 VS0, 40% above stall. The load factor and stall speed increases by 40% at 60 degrees bank. At 45 degrees bank angle the increase in stall speed is 20% - this means you have a 20% margin above stall speed. You *could* fly even HARDER bank angles if you flew faster approach speeds to compensate for load factor. You should be fully aware of what your stall speed is as a function of bank angle and aircraft configuration without needing to think about it, and you need to be able to fly coordinated and within practical test standards for every landing. At the very least, strive for it until you can. But if you're playing around in the pattern totally unaware of your stall speed based on your current bank angle you are an accident waiting to happen. This video fails to explain even the most basic understanding of banking in the pattern. -

[@boydw1]

Glider pilots also have a better awareness of trading altitude for airspeed, and will naturally let the nose drop to maintain airspeed in a turn - not necessarily a habit of power pilots where there's more emphasis on level turns.

[@joshualandry3160]

I do feel obligated to point out some additional points for the reader scrolling through. The math presented in the above post applies to maintaining level flight. In the traffic pattern you will be descending while turning so the stall speed will not obey the mathematical relationship to your benefit. In fact, one can easily turn with a 60 degree bank without any appreciable g loading therefore no change in stall speed. As long as there isn't an effort to pull through a turn it will not result in a stall or a spin so long as the aircraft is properly trimmed. And yes, I fully agree the discussion presented in the video is horribly incomplete and encourages many bad habits. This is exactly the type of preventive training we can do without.

[@jettutorjets]

Great video - long overdue for GA.. kudos!!!

[@davidbrattain1446]

I would say that often with low time pilots flying into an unfamiliar airport with a tower, pilots get confused by tower instructions and distracted. If they have done most of their practice with standard entry, left hand turns, etc., they can get thrown a curve by tower when they are instructed to enter a right base, or when tower calls the base for them, or when the traffic is heavy and they are instructed to extend a downwind or "keep it tight on base to final". This is an invitation to exceed angle of bank, allow airspeeds to fall below appropriate levels or to try to skid in turn to final. All of these things can contribute to upsets that result in fatalities. My instructor did the right thing and spent time with me at controlled airfields before my long solo flight and I was prepared for these distractions in advance.

[@MacNmey]

One great way to avoid traffic pattern stall is to trash the basic rectangular pattern in favor of simply doing one big wide turn from the downwind. There is no reason to level off after turning base. Just use less bank from downwind and make it one big wider turn all the way to final. This will make is easier to end up right on final with small adjustments to angle of bank. This mostly eliminates the over shoot on base to final (which is a leading cause of overcorrecting the bank at slow speed leading to a stall on the base to final turn). If done correctly, you will initiate about a 20 degree (or less) turn and carry that bank angle all the way around to final without levelling off until on final. With a high wing aircraft this also allows a constant view out on final to make sure someone isn't coming in on a long final on the wrong channel. With a low wing, one can simply give a quick dip of the wing to check for same. Hey, this technique is good enough for the Navy.

[@macmccune21]

Yeah but unless you're in the Navy it will look sloppy to someone who doesn't know what you're trying to do

[@MacNmey]

@@gregoryschmidt1233 Riskier in what way? Less angle of bank required,...less chance of overshooting base to final turn,....etc.

[@UnusualAttitudes]

These videos are sooooo good! Not only are they incredibly informative, but entertaining as well! The very high production value keeps us engaged! Yesterday it was the mooing cow in a field, today was the meowing stuffed kitty that made me chuckle. Please keep it up!

[@elisek9966]

Motion sickness has always been a problem. I'm still working on my private vfr but since I can't afford flying lately I've been reading through my aviation handbook. It's kind of strange. I never found time for it when I was flying and with my 35 hours in the air, just a tiny bit of reading tells me I have a lot to improve upon.

[@frankcort8114]

My commet is a bit late (2 years late lol) but try eating a small meal 30-45 minutes before your lessons. Something solid. It works for me 100% everytime.

[@Daedricbob]

Did you get chance to obtain your license in the end?

[@rttucker6014]

Great video. Thanks for the work. In a future version, it might be worth cautioning against chasing the center line after overshooting a base to final turn.

[@voornaam3191]

That's solved. The runways are on wheels now, and shift according the pilots unaware of the need of a wind socket. To switch the system on, you must ask ATC for an ARC landing. ARC is Automatic Runway Control and developed by Gremlin Aviation Phun Ltd. in Cardiff-Rental in Wales, in cooperation with B.F.G. Valley, the famous WW2 Hurricane pilot.

[@nickbachur8475]

Great video! And, throw in a tailwind base leg with distraction, behind the power curve, behind the aircraft, while trying to make that turn to final, you are being set up for an unsafe approach. Add power and go around before adding any more flaps. Always keep "stabilized approach" in mind as a mantra along with GUMPSF of course!

[@michaele8347]

lol@meow

[@h0ll1s]

Love that rhyme at the end: 'And the only stalls you see, will be the ones you do deliberately!'

[@austinformedude]

Now that the FAA has changed the standards for slow flight in the new ACS, I am sure we will see more stall/spin accidents in the pattern. Slow flight now must be demonstrated WITHOUT the stall horn sounding.

[@jimarcher5255]

You shouldn’t need a horn to recognize the onset of a stall. Practice stalls and you won’t be surprised. Old school but I think spins and unusual attitudes should also be practiced. FAA doesn’t agree.

[@ehmt-19]

These videos are so f'in important. Thank you! -student pilot

[@captlarry-3525]

Get your CFI to help you set up conditions for a Secondary Stall. This is absolutely deadly if you are not sharp enough to recognize one. Also, spend plenty of time in an airplane that you can legally and safely SPIN.. and get real good at spins.. until recovery is second nature.. like stall recovery should be. An NO that doesn't mean a Tomahawk !

[@Zeldafan223]

1:22 Oh my God why is that so terrifying?

[@richardweil8813]

It isn't when you practice a few and know you are in control. After a while they become kind of fun. Regular practice increases your sharpness across all flying.

[@voornaam3191]

Because it IS terrifying. If this goes wrong, you are dead. But the solution is simple. Fly fast enough. That's it. No offense Dr. Weil, but I wanted to emphasis this IS a fatal mistake. Zelda fan is right. But that's not enough reason to stay on the ground.

[@HI1MJERRY]

they made it sound so....eerie

[@richardweil8813]

@@voornaam3191 Well taken, though it sounded like Zelda was shaken by the idea of stalls at all, while I was saying they are both routine and controllable, and I don't find them terrifying at altitude. Though doing accelerated stalls in a glider really does get your attention. And I still say practice and practice (with a CFI and later solo--should have emphasized that) until staying out of the stall zone in the pattern simply becomes deeply ingrained into your awareness. And if somehow you are there, you get out of it fast. Also some spin practice and pattern stalls at altitude should be part of routine dual training. Important also is understanding that making a 180 after an engine failure is usually a fast ticket to the cemetery. See the AOPA's "Impossible Turn" discussion.

[@russcastella]

After watching that video with the nice lady pilot crash due to a traffic pattern stall... This music is absolutely inappropriate 😞

[@LilAnnThrax]

Stow your cats!

[@MtnLiner]

I always do! A stowed cat is a happy cat.

[@pilotdogz1287]

Yes and dogs

[@CapFreddy]

This is by far the best aviation instructional channel... really good.

[@dalerust2410]

Well, like texting and driving, where drivers are never really taught what their priorities are ... thus we have laws to hopefully (actually only minimize) accidents, some pilots do not take aircraft speeds vs. attitude vs. control usage seriously (called mental attitude .. and NOT aircraft attitude), thus we must be constantly reminded. Of course, aircraft design nowadays is aerodynamically intended to be 'safe' and forgiving, even with some mis-use of control movements, and pilots can become complacent. The aircraft used in the video is a good example of that. If you make a 'gentle' turn in flight, the aileron design will keep the ball pretty much in the center .. with the feet flat on the floor (taboo). I could write a book on this, but I will abbreviate by saying that I have always emphasized slow-flight .. or whatever you want to call it .. and THEN emphasized (demonstrated) mis-use of the controls (not in the pattern) and what the outcome could lead to ... sometimes frightening. You can do this in a C 150 (a good trainer in that regard). Of course, the flight tests, in my view, have maneuvers that are too docile to really reveal a pilot's capability. And so it goes. And ya da, ya da. From a 12,000+ hr. ATP, CFII, MEI , 50 year Wright Bros. Master Pilot,.etc

[@voornaam3191]

What I miss in this video is explanations why it is often natural to do things wrong. Why it's easy to screw up. The ASI solution: always fly that plane exactly as you've learned it, and be aware of dangers, that should work. The warnings for distractions, poor coordinated flight, an incorrect approach, go around, and more, it's very good advice. But what I miss, is an explanation for using too much rudder. In an attempt to compensate the need for banking further (30° is the limit) in order to correct the approach, the good habbit to avoid steep banking in the landing pattern can have a dangerous effect. Banking is limited for good reasons, so let's use the rudder. That's totally wrong, but close to the ground fear for banking and still using the "normal" amount of rudder is not only the cause of a fatal spin. It's also a logic explanation why this deadly mistake still occurs far too often. Another logic reason for that spin or stall is the irrational fear to point your nose to the ground. It feels like the plane goes down, but in reality the airspeed will keep high enough. Acting according to this dangerous feeling is pulling up the nose, trying to avoid the approaching ground. And what happens? Our famous fatal stall or spin. Then it's good to know those two reasons for this type of fatal accidents. There are more of these wrong behavior triggers. Think of the relative movement of the lower wingtip over the ground. Flying high, it will move back, while turning. But flying at lower altitude, while turning, that lower wingtip might not move back anymore. Pilots can make the same fatal mistake: using too much rudder, because that low level turn feels different and they try to get the lower wingtip moving backward relative to the ground. Ever heard of that effect? It sounds absurd, but I swear to you it is as true as it's sketchy. You're right, there are many books about safe landing. Keep reading, and talking about it. Fly safe.

[@MarcCurvinMD]

On aircraft like the 172 or DA40 I leave a little power in, maybe 1000 RPM, and go to idle once the mains are down. With flaps down some pretty aggressive maneuvering would be required to stall. I've never seen this discussed, however. The old method of teaching a student to "stall" 6 inches above the runway creates adds an acceptable risk factor IMO. Nice video.

[@muhammadsteinberg]

Excellent, excellent, excellent subject and content. I love closed traffic work so I'll spend hours doing nothing but that. On one occasion I got stupid and almost destroyed my plane and possibly killed myself. I had planned on doing 20 t & g's that day and was marking them off as I completed them. On one of them I got complacent and decided to mark 1 off just after rotating (dumb thing to do). While checking off my latest on the kneeboard I wheelbarrowed back onto the runway and bounced up with an attitude that the space shuttle would have been proud of. God gave me a pass on that one and let me recover at a low altitude. Please adhere to what they're teaching here. I learned my lesson by the soiled pants method.

[@smicksmookety]

This is why I land at full speed. As long as there's enough runway the most I've had to do is tuck and roll into the grass at the end.

[@captlarry-3525]

I just drove into my little airport. There on the ramp was a C-172 all mangled up. Engine hanging by a thread, airframe had obviously been on it's back. Totaled. Some numb nuts had tried to do a high performance take off, dumped the flaps at a steep climb angle, and just fell right out of the god damned sky. This kind of pilot induced departure stall destroyed the plane. Pilot limped away with a busted ankle, with some help from folks on the field. Nothing sucks worse than pulling some dead guy out of an airplane.... so just don't take off if having your wits about you isn't on the check list ! We can train more pilots, but they really aren't making new airplanes much anymore.

[@voornaam3191]

Macho doing Mach 0 is stalling. His attitude was not enough to correct that stall. Call his insurance company and tell them he did it on purpose. Let him pay his damage. It's rude. Could help.

[@coriscotupi]

As far as stalling goes, this will keep you alive in the traffic pattern: stick to safe flying speeds, avoid high-G maneuvers, maintain coordinated flight.

[@autopilot5567]

[Ominous stall horn]

[@cturdo]

In other words, basic airmanship. Conscientious pilots call out their checklist items, speed, altitude around the pattern for the benefit of themselves and to build the confidence of their passengers.

[@CapFreddy]

We focus too much on stall recovery and not avoiding it on basic trainings. I´ve watched a video about diferences between airline training and basic training. On big jets you must avoid stall at all costs, recovery is not simples and require a lot of space, so pilots are trained to maintaing certain speeds at certain fases of flight, to extend and retrect falps on a speed schedule and that is really enforced... I flew a variety of airplanes up to the 727 on an airline and I agree with that kind of thinking... this video is much more usefull than the stall recovery training...

[@boydw1]

In other words... the best way to recover from a stall is not to stall in the first place

[@nytom4info]

Practice.. practice... practice!!! Base to final stall is the easiest to cause!

[@magnustorque5528]

Shouldn't every instructor be making "coordinated flight" the number one bottom line and most important aspect to flying? Similar to the tobacco companies being required to put gruesome pictures of skeletons on cigarette packages to warn people that smoking will kill you, instructors should be showing students video's of people that crashed and died making a simple turn in the traffic pattern. None of those people wanted to die. Yet their failure to keep the flight coordinated resulted in a stall that they were unable to recover from. It all happened in a few seconds. This has to be front and center on every pilot's mind when flying at low altitude. At that height you can't make any mistakes. You will most certainly pay with your life. They need to fully understand this.

[@manoova]

Simple, just never pull your stick/yoke past the stall position, then you can never stall.

[@thomasairbuspilot]

manoova Not that simple. Make a sharp turn at a low power setting with a heavy payload and you stall unexpectedly.

[@manoova]

@@thomasairbuspilot Read my post again. In that sharp turn, at that low power setting, with that heavy payload, if you don't pull the stick/yoke back past that stall position - the exact same position regardless of speed, or bank angle up to 90 degrees (for obvious reasons) - you won't stall. Go up and give it a try if you don't believe me. Alternatively, have a think about the relationship between stick/yoke position and the stall. And, BTW, if you understand this, you'll never stall unexpectedly again.

[@coreyandnathanielchartier3749]

Young student pilots these days have their heads filled with tons of utube garbage advice and workarounds that interfere with the essential truths of flying. I know pilots who could barely fly their plane if that glass screen went blank. Keep your eyes on the moving map on the ground.

[@hempelcx]

Some day all GA planes will have prominently displayed AOA indicators and these accidents will be a thing of the past. Until then, we need more videos like this. Great work!

[@dryan8377]

They're making them and they're cheap for the experimentals, which require no faa approval... but for regular GA? Oh hayel no. FAA ain't having no part of that! May as well go to the hospital to buy a damned aspirin! Bad enough with the ads-b mandate. At least a lot more companies are coming out with approved solutions lately that cost less, so there seems to be some push to get more better cheaper solutions approved by the FAA lately. Time will tell. AOA Display=anti-death indicator! :^)

[@Bartonovich52]

AoA doesn’t do squat without airspeed. A slow aircraft will fly a non-stalled AoA right into the ground.

[@dryan8377]

about 20mph is all these things need to work.

[@voornaam3191]

No they are not. Planes are AOA indicators themselves. And some pilots ignore that. They will ignore the AOA meters too. Or see them too late, funeral, how is it possible, beautiful aoameter, bla bla. No, planes will be more and more computer controlled. And the pilots will get less and less good oldfashioned flying skills. Maybe the airforce pilots, but those don't talk, 50 years later, on average.

[@LukeAinsworth]

Cool video guys, informative and well shot!

[@GodsMan500]

Why don't planes have an automatic minimal speed option which the pilot could opt to use if desired? Seems to me it might save lives especially on that base-to-final leg.

[@MrJimmer1805]

Another well done production

[@petera1000]

Why is that accelerated v.s. just a normal spin?

[@paulrichards2365]

I wish my rubbish flying school took time to teach me these things. I had to learn them myself.

[@wicked1172]

I wonder if most traffic pattern stalls occur as a result of skidded turns correcting an overshoot from base to final?

[@touristguy87]

....that's a hell of a lot of talk to keep in mind while you're trying to fly the plane. Seems to me that the problem is pretty simple. A lot of plots fly the plane into a flight regime where they are asking for trouble. Then they go "...what? A stall?!? That's impossible!" and keep doing whatever they were doing that got them on the verge of a stall. And then it's too late. If you don't have the airmanship to keep from stalling your plane in a hazardous situation? Then you probably don't have the airmanship to survive it.

[@robinj.9329]

It seems surprising that young pilots have to be reminded to direct their "full attention to FLYING THE AIRCRAFT"!!! But then, I had my first lessons way back in the 1960's, and there were none of today's electronic "Toys" aboard the aircraft then! In fact, half or more of the local Training planes didn't even have a radio!

[@mblxperiment]

The production quality of this video made it feel brand new in 2021. I've subbed to ASI - hope they bring back these videos.

[@pratwurschtgulasch6662]

she must have used the propeller to cut her hair because i don't understand how it became so crooked

[@helmutbraun7112]

Excellent, can dimensions of Pattern be extended for longer turning radius to prevent left or right Bank under 20 degrees ? Subject to gaps between two airports, aerodrome or landing strips. Reply solicited. Thanks in advance ☺️

[@TG-li4bd]

That old dude would not have been talking had he been briefed on sterile cockpit. Or, tell him to shut up. Simply switching him off is demonstration of a lack of "command" of the aircraft. What if he saw another airplane about to hit yours? He may have valuable input and if briefed properly, would know when and where to speak up. Also, why would show a video of someone not landing on the centerline?

[@michaelhubble]

Fantastic video folks. Keep it up!

[@thelastrebelshow1627]

Air speed is king. Always watch your attitude - altitude and airspeed. 👍

[@karenrogers859]

Outstanding video. Thank you!

[@readmore3634]

short down wind, short base to final and short runway landings are all my instructor taught me......no time to answer cells....or anything else...Hand on throttle.... pattern altitude on downwind...amid the runway.... throttle down close to idle...carb heat....first degree flaps....turn base....second degree flaps.....turn final....add final flaps.....over the numbers....settle.........settle.........settle........beep..touchdown...get'r done....get'r down.

[@DrHarryT]

"Margins of Safety: Avoiding Traffic Pattern Stalls" Keep your airspeed up and your attitude down.

[@las10plagas]

thanks for letting the cat inside the plane! (implying it's no litter) I once sat in a semi realistic simulator (as a visitor). I took off with help from a professional and flew around a little bit. I thought, wow flying ain't that hard at all. then I prepared for landing. 100 meters infront of the runway, I just fell out of the sky. was dead in seconds. yikes

[@arniewilenken237]

Excellent video! While this certainly applies to all G.A. pilots, those who haven't flown as frequently as desired, or required should review this before going up to refresh takeoff and landing currency, etc.

[@markhathaway8431]

key problems: landing pattern altitude, wind, turns, and speed; stall occurs at different speeds, angles of bank and descent. A person often can't avoid some of these problem areas or deal with them in the moment.

[@ehmt-19]

I think its important to show the PIC firmly, but politely inform all passengers to remain quite in the traffic pattern. Political correctness seems to have taken too many lives (mostly in reference to ATC)

[@cosicave5179]

I get the feeling this is one of your earlier videos! Your later productions better because they benefit from more balanced, easier on the ear narration; and do not have distracting background music!

[@jamesmnoblesjr9062]

Conclusion:Stop turning before landing

[@ColinGray42]

Excellent video. When I practice stalls with students I simulate a trimmed flap extended with a bit of power on in a descent. So that the aircraft is closer to s catchout stall situation.

[@georgew.5639]

Turning while low and slow while descending to the runway is inviting a stall spin situation. Fly a proper pattern at pattern altitude until you are already on final. Then descend to the runway to land.

[@AVERYhornyMrDinosaur]

im no REAL pilot, however, i feel like airspeed and altitude are good things. and i PERSONALLY, like my plane very fast. i never do that slow 40knts crawl that i see in real life unless im over a runway about to land. i can always "go around" if im slightly too fast or too high anyway, or off course. you cannot "go around" if you stall and die.

[@tundramanq]

I see a lot of these stall accidents happen at congested airports where ATC is forgetting they are dealing with a crew of one busy person in the vectoring instructions.

[@captlarry-3525]

Wolfgange Langewische said " Speed and Altitude are Money In The Bank" in the pattern you have little of either, during take off and on final.. even less. Accelerating in ground effect and climbing out with extra kinetic energy is a smart habit to have. Developing really precise speed control is key . Listen to your airplane.. especially when practicing power off approaches. The wind sound is your airspeed indicator when your head is out of the cockpit - as it should be.

[@voornaam3191]

Yes, that sounds like glider pilots. You don't need any instruments in good vfr conditions. Altimeter is most important. Speed is horizon and sound. And wings rambling if you have a friendly stall. Otherwise it's bang, stall. Coordination is a woolen string outside on the canopy, or you feel it in those classic planes. Google Sedbergh, that is fun for two. You can estimate your altitude above your home airfield accurate enough. And yes, that's the way. Your senses will pick up more than you'd expect. Get a plane with the prop or jet behind you. Way more fun. Just a famous example: ever flown Rutan's EZ series? You can't fly the Voyager, the rest is there.

[@philconey11]

Also: remember gust factor

[@MrDlt123]

One of the best vids you guys have ever done. Excellent!

[@smokingspitfire1197]

Who the hell texts while flying?? That should be an instant licence loss

[@michaelchesny656]

An excellent lesson, particularly in light of your "Traffic Pattern Tragedy" video. Thank you.

[@jpennin1]

Anyone know what airfield this was filmed at?

[@darnellpettus3804]

I used to hate that damn horn, actually I still do !!!

[@ReflectedMiles]

Maybe it comes from having done nearly all of my private and commercial training back in the day with a decorated fighter pilot from the Korean War era, but I don't ever recall flying an airplane in the pattern at a speed which would be anywhere near a stall. From Day 1, we were doing double-downwinds to the outside of pilots who insisted on testing their abilities to stay just above their stall warnings at low altitude. The only place that was expected of me was starting at about 10 ft. over the threshold on a short-field landing. If I had been anywhere near that speed at base-to-final, that would have meant another chalkboard discussion of aerodynamics and hair-raising tales of speed mismanagement in F-100 and T-38 aircraft. He had become an old pilot with lots of hours and now I have as well. It seems to me like poor safety outcomes for GA in this area have always been mostly about effective instruction to professional standards and an insistence on a student's serious understanding and demonstration of them in practice before any particular rating is signed off on.

[@pilotdogz1287]

Another great video to save lives.

[@tsutfin67]

Great video - N330ME is one heck of a bird.

[@stankakol5195]

Is that pilot male or female?

[@bernardanderson7569]

Hey that guy looks like TR Proven

[@flyingtuba]

Very well done and produced video! The content was great and I enjoyed the delivery.

[@johnmajane3731]

One big thing missing from this is the use of trim to maintain a stabilized approach. A properly trimmed plane will "talk" to you through your hands. If you find your self pushing for pulling you are going to fast or to slow and the feedback is instant unlike waiting for visual clues. Your grip on the controls should be fairly light and relaxed so you pick this up right away.

[@farayidarlingtonchaparadza20]

I totally agree with you John, good trimming habits can never be overstressed. Our CFI often said that in cruise the yoke should be handled with fingertips, much like a hot cup of coffee. If you are using the ‘death grip’ then your trim skills need reviewing.

[@arvincook5049]

Blah blah ever hear the words accelerated stall keep your speed up in a bank flew gliders for 25 years stalled and spun many times trying to core a thermal course that was never bellow 1500 agl recovery was usually less than 300 feet in a 1-26

[@johnmajane3731]

@@arvincook5049 I have several thousand flights in sailplanes, gave rides and instructed. A 1-26 is as benign as they come. Try that in a C-150 or a larger plane, you will lose 500 to 1000 feet in recovery. Also try that in a 2-32 you will not be getting out of it in 300 ft. And all the times I flew a 1-26 I stalled it more than once thermalling but never spun it, I guess I must have been keeping the yaw string straight.

[@Drekunem]

But... I need my beach ball to fly!

[@triskellian]

Excellent quality of content! A pleasure to watch.

[@johnwhite252]

Lot's of comments and dialog and sounds like an FAA video. I do a lot of stall/spin training to all types of pilots. some common faults. Don't keep the airplane in trim, Aileron & Rudder coordination is almost no existent, fixated on chasing an airspeed, bad pitch power trim coordination. Most are "ground shy". As they approach the ground they subconsciously raise the nose as if that will keep them from hitting it. Then IAS goes in the toilet, sink rate then increases and they pull back on the AOA controller (Yoke or stick) increasing the AOA in an attempt to stop the closer rate to the ground. Very few good landings follow a bad approach. The currant FAA recommended stall/spin instruction is so wrong and the accidents records have all the proof. The last landing in the video was a bad example to boot. landed left of center line and continued to drift left after touch down. Typical, common mistake.

[@richardweil8813]

Agree more can be done. I fly gliders, which have gentle stall characteristics compared to most powered aircraft, but require good energy management in the pattern (after all, you can't go around). A few flight in them could be very useful for the student or licensed power pilot, and would also show that planning a no engine landing from altitude is pretty easy. (I suspect too many stalls happen when people mishandle such non-emergency situations.) Agree too about spins; when I was learning power tried my first accelerated stall and put my Cessna 150 into one. Being dual (with the instructor) I insisted he teach me spin entry and recovery. That was a great confidence builder! Recently in the glider I ran through some more with the CFI and we then practiced simple aerobatic maneuvers up to loops. What a thrill. A little extra training can do wonders to keep you safe, and avoid the killer of pattern stalls.

[@dryan8377]

Heh... your comment reminds me of the pilot of the Gimli Glider video. Landed that monster like a beast! He too was a glider pilot!

[@mqbitsko25]

Does it occur to anyone else that we could solve all this by making the pattern just a bit wider, and extending the downwind? Set full flaps and slow down on approach. And maybe approach just a bit lower and faster, then bleed off speed. It wouldn't take much.

[@geeks4greyson425]

IDK...At least one of my flight instructors made it his practice in the pattern to maintain an altitude above and distance away from the runway so as to always be in a position to make it to the field in the event of an engine failure. Mainly cuz it would really suck to end up in a field or road or worse only dozens of feet away from an available runway! That always stuck with me and my approaches have always tended to be high and short. Never perfect, but high and short 🤷‍♂️. That same instructor, in the same conversation, I think, claimed he could cross the threshold of the short runways, at pattern altitude of the now decommissioned Strongsville Airport (1G6), and safely land our Cessna 152 trainer to a full stop before running out of pavement! I never asked and he never offered to demonstrate this maneuver but after watching him demonstrate aerobatics in his Citaborea, I believed him! And I've never tried it on my own!!!

[@michaelkuner7831]

@@geeks4greyson425 point lost for misspelling, Citabria, but redeemed for knowing what it’s meant to say when read backwards. 🤔

[@wilson4328]

Please tell me what that was in the left seat.

[@bastogne315]

Basically guns only below 2500

[@bryce7285]

The real issue is people don't learn how to manage energy and think they need to come in right on the edge of the horn. Don't get close to stall speed and you won't stall. My archer stalls flaps pur at 49kt. I fly patter on final into 2300 foot runway at 75-80kt. I'm never bear the horn and I'm almost always making the first taxiway. I see others come in at closer to 60kt and they have almost no aileron control and they will be hearing the horn on a stiff gust. Just unnecessary

[@AN-jz3px]

Great video to watch right before your first flying lesson....😐

[@MrDelta88]

Being a safe pilot is learning not to crash ;). Safe flying!

[@willford8475]

It looks like that kid is wearing make-up and lipstick!

[@darrelldoerhoff4958]

That is a young woman. I met her when she was in charge of the teacher training for AOPA’s High School aviation curriculum.

[@flat_stickproductions209]

Know your 60 degree bank landing config stall speed. Don't go under that, typically 1.4 Vso. Dont go below that unless established on final. Speed is easy to lose but hard to get it quickly when you need it.

[@cabdolla]

It is at 1.4Vso. You will stall it at 60 degrees bank.

[@Bartonovich52]

I’ve done 90 degrees Bank and not stalled... nor did the aircraft rip itself apart from infinite Gs

[@davidwhite8633]

@@cabdolla But only in a level flight/constant altitude turn. Most turns in the pattern are climbing or descending turns, and that bank angle/load factor graph seen in flight training handbooks states that ( usually ). Climbing/Descending turns are a different ball of wax from constant altitude turns.

[@heritageflightacademy5141]

Great Job. Well done. Thank you.

[@Zookieb4]

lol 3:05

[@gregstoddard8038]

stop stalling and start stalling!!!

[@TheFloozi]

👍

[@alangreenhalgh8632]

Need to correct the pattern depiction at the 4 minute mark. Base leg should be a straight ground track, not a continuous turn as depicted. ACG CFI,II

[@kriswood1354]

Alan, this is an up to date video, continuous downwind-base-final is on the drawing board as a way to minimize stalls in those (the lowest and slowest) parts of the pattern. Obviously level out on base, even if for a moment to judge the last half of the turn, and produce a more stabilized approach. Cranking out the turn to final when slow and trying to line up an overshoot is the most dangerous turn in the pattern. The inside wing's airspeed drops very close to Vs/Vso when pilots do that, resulting in an immediate stall spin situation.

[@Bartonovich52]

That is by far the dumbest idea ever invented in aviation. Let’s make a base leg square for no reason at all so we can have either a monstrously huge circuit or a super tight turn going to final... while making our approach angle 100% dependent on power. The only time I square off a circuit is if I’m too high or need to add space for traffic in front of me.

[@voornaam3191]

@@Bartonovich52 Yes, that's what you always see on KZbin. Crap landing patters, crooked approach and last second corrections. The solid square pattern, giving you time for checks, observations and corrections, making every landing basically the same is screwed by everyone except the real professionals. It's a base and a far too short approach, or a long and often low straight in. In short, it's an emergency landing pattern. Just improvise a pattern, everything is allowed, that's the attitude. Just view some video's, the good examples are a minority. Or do all those airfields have crooked patterns for noise level reasons? Then you have pretty sensitive potatoes and vegetables in the US... This is a bit exagerated, but really, some planes land okay after an approach completely missing the centerline. Why? Just because you are afraid the engine might stop? Good reason, low altitude and flying bricks (engined planes with prop not moving) don't mix. Rooftops aren't fun for gears.