Cessna 152 landing Flap 30 or 20?

[BigEndBob]

One of my new PPL members lost confidence in landings after a bad one. So we went up and i said i will show you what i call the trial lesson landing, actually soft field landing.
Leave the power on short final at 1300-1400 rpm, full flap and had them use both hands on the control wheel. I know they shouldn't but there seemed some difficulty keeping the wings level. After 30 mins they regained confidence so next flight we will start to back off the power in stages to a normal landing.
The problem started with chopping the power too soon with full flap and the aircraft dropping onto the runway due insufficient flare.

[cavuman1]

I learned to fly in a brand-new Cessna 152, 757 WW, known around McKinnon airport and various control towers on the Southeastern coast of the United States as "Double Shot". The year was 1977. My instructor, one of the nicest people I have ever met, had amassed 28,000 hours in a plethora of types. That's over three years aloft! His landing protocol involving flap adjustment was as follows: downwind - 10 degrees; base - 20 degrees; long final - 30 degrees; short final - 40 degrees. The simple go-around procedure was throttle fire-walled, carburetor heat off, and flaps up. Must've worked as I am still here to tell the tale...

- Ed

[memories of px]

In the POH it does mention that in a strong crosswind, (what is strong? the limit is only 12) it says to use the minimum flap required for the field length, so suggesting landing with any flap setting is permitted, i cant recall ever seeing a C152 with flap 40, just a 150

[Whopity]

Why would you want to reduce the flap in a crosswind? You want to minimise the time the aircraft is floating above the runway. If the wind is gusting yes, but not in a steady wind.

[Big Pistons Forever]

In my Grumman every landing is full flap as the flaps are not very effective. However for Cessna’s in any significant cross wind I teach and practice myself 10 deg flap landings in any significant cross wind unless the runway is really short.

Less flap allows a faster approach while still allowing a nice tail low touch down. This increases control effectiveness and reduces the amount of cross wind correction required.

[rarelyathome]

Originally Posted by Big Pistons Forever

In my Grumman every landing is full flap as the flaps are not very effective. However for Cessna’s in any significant cross wind I teach and practice myself 10 deg flap landings in any significant cross wind unless the runway is really short.

Less flap allows a faster approach while still allowing a nice tail low touch down. This increases control effectiveness and reduces the amount of cross wind correction required.

Why do you want a faster approach in a x-wind? Does the POH call for a faster approach? The teat pilot was determining what the technique needs to be for an averagely skilled pilot. Less x-wind correction on a <2 mile final (I assume you’re not flying bomber circuits outside the ATZ) is negligible.

[Cloudee]

Originally Posted by Whopity

Why would you want to reduce the flap in a crosswind? You want to minimise the time the aircraft is floating above the runway. If the wind is gusting yes, but not in a steady wind.

One of the limiting factors in crosswind landings is rudder authority. One way of increasing rudder authority is to land at a faster airspeed. The reason for landing with less flap is to land at a faster airspeed, thereby increasing rudder authority and keeping it straight until you can get the nosewheel down. Obviously you will need more runway when using less flap.

[BigEndBob]

Pretty much land a 152 full flap in any sensible cross wind above the demonstrated, but always found Pa28 140 on full flap crosswind seems to run out of rudder.