We all know the pilot's landing mantra: stable approach = good landing. One of the most important keys to being able to land the plane is understanding how to use flaps to establish a stable approach.
No, you’re not back in primary training. We present this topic because it’s one of those “stealth skills” that deteriorates in weekend flyers, sometimes leading to less-than-ideal habits, such as only considering full or no flaps as options when landing.
This typically comes up when dealing with wind that isn’t behaving how we’d like. We must remember that there’s a middle ground in most airplanes for certain wind conditions, and it’s time for a refresher.
We'll use a C-172R as our model. Section 4 of the POH says you can approach between 60 and 70 knots with the full 30 degrees of flaps deployed. Of course, with a strong crosswind, a (very) strong headwind, or in gusty conditions, less is more (less flaps, more quality in your landing). But that doesn’t necessarily mean you shouldn't use flaps at all.
The all-or-nothing approach to flaps sometimes derives from a concern for predictable positive control of the airplane after landing, when the friction of the wheels on the runway adds a new element to consider when using control surfaces to oppose and cancel out the winds trying to push you where you don’t want to go.
So what are better ways to approach (pun intended) this issue, and what do you need to do to resharpen your skills and proficiency? The following are some options you can consider in various wind conditions.
We’ll continue addressing this issue relative to the C-172R. Different airplanes can have dramatically different behaviors in the conditions described here, so be sure to find out from the POH—and other pilots and CFIs familiar with your specific airplane—what your best practices should be.
When approaching with only 20 degrees of flaps, some pilots choose to add the last 10 degrees just before touchdown. My CFI does this and taught me as well. It requires precise timing and, therefore, practice.
You’ll firmly stick your landing because going from 20 to 30 degrees of flaps will make the plane drop precipitously as the added drag slows you down. Start by practicing with a CFI on calm days before using this method in blustery winds. You want to learn that dropping from two feet AGL is a lot different than dropping from five feet when you’re not also shoved by a gusty crosswind.
This method can be challenging after touchdown because it presents a large surface area to the winds trying to shove you around. So, the next bit of precise timing involves getting the flaps back up as soon as you’re sure the airplane is firmly attached to the ground to transfer the weight from the wings to the wheels.
Fortunately, even that split second of full flaps before you start pulling them in helps slow the airplane pretty effectively, making your job a little easier. Just be sure to use proper ground crosswind control deflections as soon as your airplane becomes a land-based vehicle.
Briefly, we need to discuss how your plane will act with strong headwinds. If you haven’t experienced strong headwinds before, particularly in an airplane with relatively low approach speeds, you'll find approaching the runway at a ground speed slower than a bicycle a bit surreal.
In this scenario, 20 degrees of flaps can be fine because 30 degrees would have you crawling. Frankly, if you haven’t practiced a no-flaps landing in a while, this could be a good opportunity, especially if you typically don’t do this because your airport has a short runway.
It's a very cool feeling when the plane sets itself down smoothly at a groundspeed crawl as you carefully reduce your power. However, don't get too lost in the novelty because you still want to get the flaps up quickly. Stay mindful of how the winds can push against your vertical stabilizer when your taxi turns the headwind into a crosswind, which can make taxiing a pain.
On a good wind day, shoot some approaches and landings with partially deployed flaps. Here are some things to keep in mind.
You can bring a C-172R in at 60 knots with full flaps per the POH. That’s how I do it for normal landings because I finally got it through my head that 60 knots on final still produces plenty of lift. It makes all aspects of landing much easier, and my short-field landing technique benefits considerably from this habit.
Most Skyhawk pilots I know come in around 65, which is fine too. Unfortunately, plenty of new and not-so-new pilots regularly come in much hotter, making the above procedures much more challenging to master.
As long as you don't let the airspeed drop below the bottom of the approach speed range in your POH, there's no reason you can’t develop this level of control. It’ll only take one bounced landing to refocus your efforts.
On final, try glancing at the airspeed indicator until crossing the numbers, and you’ll find you can achieve an impressive bit of airspeed control. It won’t take long until you have the “seat of the pants” feel and don’t have to check the dials as frequently.
In the end, you’ll feel much more confident handling the aircraft, your short-field landings will improve and become more comfortable, and your normal landings will “magically” improve. Very importantly, you'll be far less likely to find yourself dancing all over the runway when the winds are restless.