We should always have one hand on the throttle to add a little power for any windshear or to start your "going around" procedure. That's my main concern with this video, especially if an instructor was doing the landing.
Your less flaps and more speed in gusts is the common school solution. It is fine, up to a point. Gusts happen in a headwind component commonly. With a headwind component, we should approach and land with slower ground speed. Speed kills, regardless of the form of transportation. We are having too many fatal LOC accidents in headwind components but at higher than normal airspeed. Another thing we need to understand, when tempted to use less than full flaps, is that Vso and the stall warning horn are out of ground effect numbers and safety devices. If we are applying the good energy management principles of Stick and Rudder by Wolfgang Langewiesche, if we are "arriving at ground level in three point attitude all slowed up and ready to squat, the stall warning should have been on since coming into low ground effect. Agreed, he should have increased aileron into the crosswind all the way to the stop on the ground. His side slip into the crosswind was fine until touchdown. The stall warning did not come on until low ground effect, as it should. Airspeed was good. A messed up landing at that airspeed would do little or no damage. I flew a 3500 mile pipeline patrol loop in the Midwest and West. On the front range of the Rockys and throughout the high desert and mountains are many single runway airports. The high diurnal temperature rate makes strong afternoon winds common. Using a full flaps power/pitch approach in strong crosswinds, I angled from the downwind corner of the runway to the upwind thousand feet stripe. Slowing enough with full flaps to get a strong sink rate allowed bringing dynamic throttle into exact control of glide angle and sink rate all the way to touchdown slowly and softly exactly where desired. With as much as 40 knots direct crosswind, I often touched down in the C-172 at less than 20 knots ground speed. It is hard to hurt myself or my airplane at twenty knots. Gust spread is an issue. With a strong sink, add full throttle and then adjust. With a strong balloon, close the throttle and then adjust. It also is critical to understand that at these very slow airspeeds during the duration of a decrease in airspeed due to negative shear, ailerons are ineffective. Once we have set the wing to counter crosswind, we no longer need any aileron. We do not want to turn. If we nail/bracket the centerline between our legs with dynamic proactive rudder movement only (as this instructor did pretty well... very little steering wheel movement), the wing is stabilized. In no wind I have students put their hands in their lap and walk the rudder pedals dynamically and proactively to bracket the centerline and stay ahead of the airplane and keep the wing level. If we allow the nose (between our legs) absolutely no movement off target, the wing is fixed.
I only want to hear my stall warning half a second before my landing gear gently kisses the runway.😊
We should always have one hand on the throttle to add a little power for any windshear or to start your "going around" procedure. That's my main concern with this video, especially if an instructor was doing the landing.
Your less flaps and more speed in gusts is the common school solution. It is fine, up to a point. Gusts happen in a headwind component commonly. With a headwind component, we should approach and land with slower ground speed. Speed kills, regardless of the form of transportation. We are having too many fatal LOC accidents in headwind components but at higher than normal airspeed.
Another thing we need to understand, when tempted to use less than full flaps, is that Vso and the stall warning horn are out of ground effect numbers and safety devices. If we are applying the good energy management principles of Stick and Rudder by Wolfgang Langewiesche, if we are "arriving at ground level in three point attitude all slowed up and ready to squat, the stall warning should have been on since coming into low ground effect.
Agreed, he should have increased aileron into the crosswind all the way to the stop on the ground. His side slip into the crosswind was fine until touchdown. The stall warning did not come on until low ground effect, as it should. Airspeed was good. A messed up landing at that airspeed would do little or no damage.
I flew a 3500 mile pipeline patrol loop in the Midwest and West. On the front range of the Rockys and throughout the high desert and mountains are many single runway airports. The high diurnal temperature rate makes strong afternoon winds common. Using a full flaps power/pitch approach in strong crosswinds, I angled from the downwind corner of the runway to the upwind thousand feet stripe. Slowing enough with full flaps to get a strong sink rate allowed bringing dynamic throttle into exact control of glide angle and sink rate all the way to touchdown slowly and softly exactly where desired. With as much as 40 knots direct crosswind, I often touched down in the C-172 at less than 20 knots ground speed. It is hard to hurt myself or my airplane at twenty knots.
Gust spread is an issue. With a strong sink, add full throttle and then adjust. With a strong balloon, close the throttle and then adjust.
It also is critical to understand that at these very slow airspeeds during the duration of a decrease in airspeed due to negative shear, ailerons are ineffective. Once we have set the wing to counter crosswind, we no longer need any aileron. We do not want to turn. If we nail/bracket the centerline between our legs with dynamic proactive rudder movement only (as this instructor did pretty well... very little steering wheel movement), the wing is stabilized. In no wind I have students put their hands in their lap and walk the rudder pedals dynamically and proactively to bracket the centerline and stay ahead of the airplane and keep the wing level. If we allow the nose (between our legs) absolutely no movement off target, the wing is fixed.