What does the airplane want to do in the turn? Why does it want to do this?

How many videos have we seen of stall/spin at the beginning of the turn crosswind after a steep climb? How many will we continue to see?

Base to final used to be a descending turn a quarter mile from the runway but now we see stall/spin result from overshooting the centerline extended and then attempting a level shallow banked downwind turn five miles out. Is downwind necessary? Is staying level necessary? How about go around here and come back around to an upwind base to final descending turn?

Why don't we teach what the airplane wants to do and how fighting the airplane causes stall?

Instructors, have your student execute stalls by pitching up very slowly so as to get the mush before the stall when airspeed deteriorates slowly. That is what the inadvertent stall in the pattern looks like. With commercial students have them push for too much altitude to quickly in the chandelle and burn their zoom reserve airspeed up before getting reversed. That mush is what an inadvertent stall starts with. In either case, expecting to stay up or to go up when the airplane is actually going down but not stalled often triggers the stall. Ground rush, down low, is also a factor for those who do not work low often. Lots of iterations of allowing the airplane to have its head, to do what it was designed to do, to fly, regardless of the situation or near presence of terrain develops muscle memory to prevent stall. When in the pattern or working low, iterations of planned stall recovery at altitude has little value. Hopefully computerized simulators will eventually help with this problem. Regardless, knowing what the airplane wants to do and applying that knowledge to develop safe muscle memory will save lives. Muscle memory to pull up to maintain altitude and stay away from the ground kills too many pilots. Way too much potential energy of altitude is never traded for airspeed down low where airspeed is life.