How To Fly Partial-Flap and No-Flap Landings: Boldmethod Live 

Drop the wing on the crosswind side!

I got my PP license in 1970. Later I taught at a flight school in the mid-seventies at KDPA outside of Chicago. The chief pilot at our flight school was an ex WWII P-51 fighter pilot. He insisted that we make full flap landings all the time. He also wanted us to teach our students to make full stop landings with taxi backs. On my instrument flight test another FAA examiner, also a WWII vet insisted I make all landings with full flaps and with full stalls in the C-172s. He insisted I keep the flaps down until I turned off the runway. I questioned him about that because of the usual "it puts more weight on the brakes" when retracted argument. He disagreed and it made sense. In truth, if you do a full stall landing or even one that is close, by the time you get to put on the brakes, the plane is slowed down to below the stall speed. At that point, the full weight of the plane is on the ground because the wing is stalled and is not producing lift. So the argument that it puts more weight on the wheels when you retract the flaps is false. Also, full flap landings do, as indicated in the video above, force the pilot to touch down at a much slower speed thus saving the rubber on the wheels. Also, the slower speed gives more directional control and less of a chance to do damage if the plane runs off the runway. Some will say the plane will not fight the wind gusts as well. Not so. In fact, the slower speed and shorter distance it takes to land means there is less time and distance for the wind to act on the airplane. The WWII pilots learned by multiple sorties and the later regulations were written with some of their blood. I respect the way the old stick and rudder WWII pilots flew and tried to learn from them as well. IMHO

Just a bit of constructive criticism if you take it that way, I love you content but theres alot of digression and unnecessary information. Videos are way too long for consumption. Sometimes it even feels intentional.Sorry,but I lose interest in the first 15 20 mins.Please do check your youtube analytics and check when do most people leave.

Many POHs don't list max crosswind component. I have one POH that just says: 'max crosswind component is determined by pilot skill, 15knots is typical for pilots of average skill'. Then you get homebuilts, low production or modified models which require the owner to determine max crosswind, which often involves flying a low approach the full length of a runway in a full forward slip near stall speed both left and right. The runway just serves as a guide to make sure you are in a true forward slip not drifting into a side slip. Heading is noted on each pass and compared to the magnetic runway bearing. Then you use the stall speed and slip angle along with common crosswind component formulas to figure out the rudder limited maximum peak crosswind component. (Peak gust. There may also be limits other than just the rudder, such as wingtip ground clearance or landing gear side loads, though these are found more in large commercial aircraft. Also power off angle may be somewhat different from the high-power-on slip test.)

eight years out of your tires on your truck? Wow. I put rear tires on my Mustang every week

(39:56 min.)I have a question sir, You mentioned that you have early stall when your falp down and all the wind hitting upward of the horizontal stabilizer then we’ll lose the elevator downforce and our plane nose will go down! It is quite confusing for me.could you d scribe again please?

Where you ever at ACA back in 02?

What’s the song called at the beginning?

I sent an email to you but did not get an answer. I am waiting... thanks

More video's like this, please !!

That's so strange. Is this really that different from flying a glider? I would never try to keep the nose pointed at the runway in a crosswind landing. All that matters is the flight path - and a regular flight attitude. Of course, you could slip, but this would be actually with the nose *out of the wind*? You always turn the wing into the wind.

If the high wing drops and levels you off, then what causes the plane to go into a full spin? Is it something you need to do when that wing drops that prevents the full spin?