further checking (1980 c152 poh) shows that worst case (forward cg) stall speed at 30 degrees is 38, at 45 degrees it is 42 (kias). so as long as the pilot keeps his maneuvering reasonable (30 degrees or less in the pattern) he will not experience an accelerated stall at 45 kias.
the 1980 c152 poh does recommend 55-65 kias normal approach with full flaps, and 54 kias for a short field. this seems faster than necessary based on the stall speed.
so what am i missing here?
granted, at these low airspeeds, .3 of airspeed doesn't offer a lot of margin. maybe this is why the poh recommends faster? but in most airplanes, if you cross the threshold at stall speed x 1.3 + 10 you will float. is the c152 different in this regard?
(also - if you were were really getting a stall horn at 45 kias in straight and level flight, it sounds like the horn needs an adjustment for a 35 kias stall speed.)
edit - just realized this is my first post here. so hello! i've been reading this board for awhile, lurking i guess.
anyway, i'm low time, fly a 182 out of smo, i'm genuinely interested in why folks are reacting so strongly to this situation.
thanks... ...j182
You could fly 45KT with quite a bit of power, since stall speed is significantly reduced with power vs. without. Bush pilots often fly final in this 1.05Vso territory...although that is a highly skilled, advanced technique for serious short field operations. Not recommended for your average weekend pilot. Though fly a 45KT power off approach in a 152 and the results will not be pretty. I'm sure if he was flying 45KT, we was dragging it in with quite a bit of power. And who knows how accurate the ASI is in that particular airplane. Most people fly final about 10 KTS too fast for their loaded weight.