What is the logic for flying the pattern and risks of stalls vs straight in landing using vasi lights or visual reference on windshield? Do low time pilots have difficulty in gauging the approach?
Is it just the way it has always been, or proven lower accident rate?
Steven,
The compelling logic of a traffic pattern around any airport is to avoid mid air collisions (and sometimes a need to lessen noise). That's not to say every approach has to be by the book with regard to pattern entry, downwind, base and final; it frequently is not at a controlled airport. But basically it provides for some order with regard to the flow of traffic absent a controller running the show. A call 8 miles out announcing the intent to make a straight in approach is perfectly legitimate - traffic permitting - but a reason to do so can not be to avoid a stall in the pattern. To announce or even think, "I am making a straight in approach because I am not up to flying a traffic pattern without the risk of stalling the airplane" is totally unacceptable. There is NO risk of a stall anywhere in flight for a properly trained and disciplined pilot and especially while flying a normal traffic pattern.
There is a risk for those who are simply unqualified or who fly with little discipline. By that I mean, every airplane has an operating margin of safety and the pilot must know what that margin is, be aware of it always, and not become complacent with regard to it.
The only reason we do a stall series in Phase One is to become aware of when flight ends, uncontrolled flight begins, what the symptoms are leading up to that event, and finally how to recover from it - should it occur due to ignorance or complacency. A properly trained pilot with a sense of discipline will never experience such an event inadvertently.
OK. For guys just starting their flying experience, how do you avoid stalling in the traffic pattern?
1. Know when your airplane will quit flying. That covers a lot of territory but basically knowing the one G environment is a start. It doesn't matter if the airplane is straight and level or in a 60 degree bank descending turn, the one G stall speed is the same. It's when the stick is hauled back to correct for over shooting final, or to maintain altitude, that the G load goes up and so does the stall speed. Every pilot must understand this phenomenon and if it did not sink in during primary training, go back to the basics with an instructor until it is up front in your brain and clearly understood. If you do not understand it now, ground yourself until you do.
2. Fly the traffic pattern at
no less than stall speed plus 30% until on short final with the runway made. It is perfectly safe to reduce that speed to 15-20% the last 100' of descent with a short field approach and landing. Do not ever get into a situation where the airplane has to be "yanked and banked" any where in the traffic pattern. Keep it smooth, on speed, and you will never get into trouble. If the guy in front of you is too close and slow, break it out and start over.
This post, I know, sounds preachy but the basics of it will keep you alive. Safe flight demands that you be aware of what airspeed is required at the moment. If that is not a primary habit pattern on each and every flight, think about making it just that.