Dave Wilson, thanks for the correction - that is what I meant!

There are pilots who know the POH off by heart, and pilots who know their aircraft. They are rarely one and the same. It won't change.:rolleyes:

True but how many students are given the figures for approach and landing by their club and they turn out to be 5 or even more knots higher than the POH? (As tecnow has been given for his 152) First time they have a go at a short field after their license issue they're having a meet and greet with the upwind hedge. At least the POH gives you some info to work with, you can fine tune that to the aircraft you fly.

Wot UA said.

Stall speed increases with wing loading, but if you don't load the wings - by not maintaining level flight - i.e. descending, then the load factor doesn't increase nor does stall speed. You could do a 60 degree bank to final as long as you are not trying to maintain altitude.

do a 60 degree wingover and you can have near enough zero IAS and no stall warner.

:ugh: Don't think anyone is disputing that! :)

Perhaps not Dave but you'd be surprised the amount of pilots out their who really don't understand that concept and wet themselves as soon as you bank more than 30deg in the circuit.

UA

Cumulus et al - you are correct. The 40% increase was for a higher bank angle, numbers were from memory and we all know how that is at old age.:8

Just to clarify this (whilst not wanting to get into heated argument!) as I feel woefully under-qualified here ... :O

65kts on final turn. I'd then be looking for 60kts IAS on the final approach in the 152 with 2 stages of flap. If I need it, third stage keeping 60kts. Bearing in mind I have lots of tarmac in front of me, I'm happy with that.

The POH states 60-70kts (no flaps) and 55-65kts flaps down. With short field 54kts with 30 degrees flap selected.

For both types of landing, it goes on to say:

"Slightly higher approach speeds should be used under turbulent conditions"

I probably should have made it clear that 65kts was/is not my final approach speed.

I'm going to ask next Saturday about the 800ft thing ... I'm sure I've probably been told before, but can't recall the reasoning.

Due to lack of understanding of the principles of flight probably.

No you're not, I only have around 250 power hours, still wet behind the ears. I understand what you're getting at now with the 152, misunderstanding on my part. Not unusual...:)

If you did that in my aircraft, I would tear your arm off and beat you to death with the bloody stump........

teknow, good instructors shouldn't be shouting IMHO!

This thread proves what I often say about aviation - "Operating an aircraft safely is quite simple. It's just that there are a lot of people around trying to make it incredibly complicated".

The place and time to find out about lower speed characteristics of an aircraft is at a (safe) altitude.

Correct "normal" approach speeds are 30% above the stall speed!

There is a difference between the "signs of an approaching stall" and the "identification of a full stall". One sign of an approaching stall is the stall warner operating. Typically the stall warner operates at 5 to 10 kts above the stall speed.

As has been said previously there is a difference between the stall warner momentarily sounding or doing so continuously.

In a correctly flown circuit you shouldn't have to exceed thirty degrees of bank and I wouldn't want low hour students doing so. If you find yourself in that position better to level the wings (or reduce bank angle) and Go Around. Once settled back at circuit height do some analysis to trouble shoot how you got in that position to avoid same on next approach.

Me too! Cheeky git. Mind, you would have a problem hearing a stall warner in a cub.....

Nonetheless, I warn my passengers under what circumstances it's normal to hear the stall warner, and if I were a passenger in something where it's normal for it to be sounding all the way round the final turn I would appreciate advance warning from the pilot!

Im assuming by that response you would be expecting a prompt first ie 'airspeed' If that failed and you still didnt respond to a stall warner I'd have no hesitation in taking control. argue about it on the ground alive.

You would have to be quick as the 'I have control' would probably be accompanied by an elbow in the chops. If I think I'm in danger the normal protocols of polite society are out of the window...:)

And where in your vast experience as a pilot have you developedthe ability to jump in and take control or have learned the necessary skills to make the decision that you are in danger?

Those of us who have been teaching and examining for thousands of hours still have to make margin calls on that one.

Your action of an elbow in the chops while illegally taking command of an aircraft are likely to get you and the commander killed......

From the UK ANO:Unauthorised take-over is a breach of Article 142.

So the answer is let a deaf pilot spin you into the ground? I think an airspeed call (shout) would have been appropriate in this instance. x amount of hours shouldnt come into it.

The stall warner is there for a reason, if its constantly blurring during a turn you are approaching or at the stall. If the guy flying cant hear it and there is no visual indicator article 142 wont get you out the **** that is potentially developing.

Tek now
Low hour duffer here also, but remember the POH is for gross weight which probably does not make much odds in a 152 with 2 folks in it, but flying it alone with 1/4 tanks probably leaves you 250-300lbs under gross which if I was flying I would knock 1mph off the approach speeds for every 80lbs I am undermax weight, not sure if this is the correct procedure but it does seem to get me in slower and pulled up quicker.

[SIZE=My advice is worth exactly what you pay for it[/SIZE]