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45 to 60-degree steep turn, there is no reason why anyone should stall and spin on base to final. We all teach how important go-arounds are. If you overshoot a runway on final, especially with a crosswind that is pushing you on base, simply use “recognize and recover” to turn your overshoot into a go-around. Realistically, what should be a go-around is often a pilot’s attempt to compensate and land no matter what. And because no amount of training seems to counter this, I make sure my students are aware of what they’re doing by correlating steep turns and base with final turns. We know we can complete a steep turn safely with sufficient airspeed. But what many pilots don’t know is why an overshoot base-to-final correction of only 30 degrees of bank and full bottom rudder (skid) can and will kill them. We teach to limit bank (less than 30 degrees) in the pat- tern for good reasons: mainly, to keep stall speed as low as possible. But what most pilots seem to come away with is “never turn more than 30 degrees, no matter what.” This gets people in trouble because they can’t fix the overshoot with only 30-degree bank, so they keep adding rudder to the turn until they are in a skid and feeling like they’re descending. Then they add back-pressure, slow to a stall, and spin. I make it a point to tell my students I would rather see a 45-degree coordinated turn well above the increased stall speed, than a 30-degree turn with full bottom rudder lead- ing to a spin any day, and I instruct/talk about it during steep turns. 38 • TWIN & TURBINE / October 2019 Paul Bowen Photography Lazy Eights & Chandelles Lazy Eights are great for teaching opposite rudder control for slips to landing. The top of a left-turning lazy eight actu- ally needs right rudder to stay coordinated in a left-hand turn; how cool is that? Understanding how to fly with your feet during take-off and landing is a must, and lazy eights help bridge that connection. Last but not least, Chandelles are performed as the fastest way to avoid terrain, so let’s visualize a mountain top coming out of the fog and performing the following maneuver: bank (30 degrees); power (full trainer/75% high performance); pitch 8-10 degrees (Vx takeoff); with a 180 degree turn, finishing 10 knots above stall warning and holding for 5 seconds. Just like mnemonics and acronyms help learning, visu- alization of every day flying techniques helps us hone our flying skills so we can call upon them if anything out of the norm should arise. During any phase of flight, you can Recognize and Recover. Brian Smith is a second-career CFI who specializes in find- ing PA46 piston aircraft and training his clients to fly them. He also teaches new pilots at his local Part 141 flight school. He owns Aerosmith Aviation in Kennesaw, Georgia. You can contact Brian at brian@flyaerosmithaviation.com.