Steep approaches

I did not make it all the way through.

Either the pilot has his stall horn set way to high or he is even more aggressive than I would consider safe. On a couple approaches he had to still be hundred or more feet in the air and the stall horn is going off.



Just curious, when did you get your license. When I got mine… 50 years ago, we were taught and practiced these all the time… At that time, I flew a flying rock, a Tri-Pacer. Numerous AP’s had very high obstructions at either the approach or departure end of the runway… or both. This guy is a very skilled pilot. You will also note that on most of the AC he fly’s there is a AOA on the glare shield… makes flying on the stall threshold a piece of cake (well, maybe after a bit to instruction)

The fact that you hear the stall horn is indicative that he is flying the AOA indicator and not the ASI stall speed

When I got mine 45 years ago you had to demonstrate a short-field approach which was to be flown at 1.2 x Vso.

Exactly, flying the AoA all the time, have had it for 2,000hrs, dont look at the ASI anymore, and the stall warning makes me focus more on the AoA which is more accurate.


Vso x 1.2 for short field or steep approach was what I recall until field made which is usually between 50-100ft AGL.

I have not flown with AoA; so not sure how that affects the flight profile. Also because I have not flown AoA; I do not “know” how much reserve lift he has; or how susceptible to wind gusts.


By practice, I was referring to short field and steep approaches. Not a dig at anyone… and practice we did, over and over and over, full flaps, slips, right on AS. Practice not just because it was required by the reg’s, but because so many fields required them.

And I’m not saying like the ones this guy is flying into. With the advent of AoA indicators, these are much easier now and you can count on the stall horn blaring all the way down

Just keep in mind that stall horns, if calibrated properly, go off about 5 knots above stall speed in a typical scenario. There is not always the same conditions in a 1 G environment for that to be right at 5 knots; but it is close.

So it makes sense that using an AOA indicator to precisely control the angle for a really short field landing would be conducted with the stall warning blaring.

Too many pilots find flying that close to the edge of the envelope uncomfortable. But that type of training teaches you that merely lowering the nose a slight bit stops a stall from happening if you get too close to one. The pilot is in total control of the operation if they know what they are doing.


Unless the stall horn is connected to a pitot/static system it is not actual working off of KIAS.

The majority of stall warning horns in GA are actually either a reed (common in Cessna) or a micro switch on a fin (e.g. Cirrus). Both of which are actually require a relative wind on the wing to exceed a specific angle.

So, when that stall warning horn goes off, due to physics/aerodynamics it does so based on the AoA, you “always” have a fixed amount of AoA on the wing before a stall.



I never said nor did i intend to say the stall warning horn works off the ASI at all. What I did say is that, on average, it goes off about 5 knots above stall speed whatever that number is and there are exceptions to that rule too. Ultimately, yes, it roughly correlates with AOA but at what point on the AOA reserve? Roughly., at 1 G, it translates to about 5 knots before stall speed. That means in the type of operations discussed in this thread, the stall horn will and should be going off the whole time.