Deadly Turn - Base Leg to Final Approach

Arguably, the deadliest turn in aviation is the one from base leg to final approach. This brief video explains the common scenario that can lead to a stall/spin accident and provides some mitigation strategies to help avoid the mishap.

[philipmartin]

On this topic I want to say this: Be very aware of a tailwind on base leg. If you have one, start your turn to final early. Also, a tailwind can give you the illusion of plenty of airspeed when it's only ground speed.

[anthonyo.thector]

Nice rule of thumb:"if more banking than 30 degrees is needed, then it's time to go around."

[j.w.perkins]

I have always added airspeed if im in an overshoot correction. Dont be afraid to put the nose down a few more degrees and trade altitude for airspeed. You can add power if needed, but the airspeed is the critical facter here.

[BradfordGuy]

Rule of thumb from my instructor when I was a student: "If you have *any* doubt, add power and go around!" Always remember the number 1 priority; Fly the aircraft! Everything else is secondary.

[donalddodson]

On December 27, 2021 just such an incident occurred approaching Gillespie Field (KSEE) in San Diego County. I wish the crew had seen your recommendations and followed them. Thank you Mr. Benson for your efforts to reduce the pilot / operator errors in aviation. Hope you have a productive 2022.

[matthewsellers]

Excellent description. I was taught to SLIGHTLY overturn (for want of a better description) downwind to base to approx 110 degrees, this gives a better view of the runway, reduces the turn to final and in practice, the headwind component will correct the actual ground track to prevent encroaching on the threshold. My 2c

[jamesa]

During my younger days, I flew a variety of sailplanes from fairly easy to fly 1-26's with a very low stall speed to more high performance fiberglass ships with higher stall speeds and flaps. My original instructor in 1976 taught me to avoid abrupt turns to base and to final using more of a long sweeping 180 degree approach from the downwind leg with much less bank and steady speeds, when at all possible. That advice stuck with me through more than 20 years of safe and wonderful flights.

[michaelchesny]

Thanks for this highly relevant advice.

[lanemorrison]

Good topic to teach on. I always spend much time on the base to final stall spin scenario as a flight instructor. Not just with private students but all.

[eclipser]

Keep the speed up, don't make steep turns close to the ground especially at low power settings. Know what the plane is doing and always be flying the thing.

[MyTubeUtoo]

While a student pilot in 1979, I had set myself up "perfectly" for a cross-control stall. I was *determined* to land the airplane. However, instead of not being here to talk about it, it was like someone had suddenly slapped me in the head and I immediately realized what I was doing, righted the situation, requested a go-around, and learned a very valuable lesson! If things don't "feel" right, they probably aren't. Some 40 years later I still hear my first instructors words, *"Just fly the airplane."*

[alok]

Thanks for explaining this. Really helpful to know the importance of remaining coordinated during traffic pattern.

[endwood]

The secret here is not to have the wing loaded up too much, don't raise the nose during the turn (that loads the wing) if you find you are a little low, complete the turn level the wings add power & then regain the profile wings level. It's the raising of the nose combined with a steep bank angle & crossed controls that's will bite yr ass!

[gregbowen]

I’m not a pilot and never will be. Your description of what I see as an incredibly dangerous manoeuvre if not done properly is perfect. It’s actually really scary….

[mikeabc]

If you set your approach speed with trim tab, control your altitude with throttle and drop additional 10 degrees of flaps at every turn stall should never be an issue on approach. You should not make any elevator inputs on approach until final flair and touchdown. Just the way I been doing it since 1970. If you have anything going wrong don’t fight it go around it is safer.

[guysouthwell]

The check in the last turn is : "last turn, check speed, nose down, no skid, radio, final"

[myricalmusic]

16 year old student pilot from my neighbouring flight school was killed just 5 days ago due to this exact scenario. Extremely tragic and a huge wake-up call for all of us general aviators.

[jameswikstrom]

Very good advice for the general aviation pilot. Too many times pilots try to make corrections during a critical time in landing. This can lead to all of the problems that you describe. Safety is no accident. It is a firm commitment made by the pilot. Safe pilots live to fly another day!

[davidtonks]

I learnt to fly in a Drifter, rag and tube aircraft, what they describe as a 'high drag/low inertia' aircraft. I did 200 hours on Drifters and then had to give it up due to cost. My instructor taught deadstick landings from the end of downwind, a lot to do with the two stroke motors having a tendency to fail. The turn onto base was usually at 45 degrees to touchdown, and from there it was just two gentle turns with the aircraft about 10 knots above stall. I really felt more comfortable with plenty of speed and made my turns nice and shallow. If I was too high, I side-slipped. Too low, just added a little power to get me there. If ANYTHING didn't feel (or look) right I went straight to full throttle and went around.

I really like the 'military' style of circuit flying, where a nice half circle to touchdown is flown from the end of downwind. Anybody looking for me when I make the calls is going to see me pretty close to where I'm saying I am and the end result is one nice smooth turn with the touchdown point in perfect view the whole time. If I ever get back to flying that's how I'll be doing it...

[michaelhegyan]

Thnx Gene, I am a student pilot, very helpful.