I'm a fan of Langewiesche's book Stick & Rudder.

In it he writes, "The "stall-down" landing requires that you blend the approach glide, the flare-out, and the slowing up of the airplane all into one maneuver so that, when you arrive at ground level, you arrive in three-point attitude all slowed up and ready to squat."

Practicing some power off, stall-down landings. When she's done flying, she's done. Some have called this "dropping her on the runway". I don't see it that way. She's all slowed up, stalls just above the runway and squats.

https://youtu.be/OqIC5d_CVNA

US Navy flight training film.
https://youtu.be/8onUegzSfFs

I've only got a few hours in the Rebel and am trying to get a good feel for it. Similar type of landing but from an outside view.

www.youtube.com/watch?v=oqXk6gOkGZs

That was nice. I like those tires. Have not seen them on snow before.

Here is a landing from another view. This is a wheel landing with an Aeronca L-16A and the "no bounce" gear. Can sometimes be a little squirrelly on pavement. That's one of the reasons I like the "stall down" landing when conditions are right.
https://youtu.be/BLt5gpCAD94

Good job Flyer 1 and WwHunter. The key to the deceleration in all these videos is that the rate of closure, what the camera sees from the cockpit or the ground, does not appear to speed up as the airplane gets lower and closer. It stays at what appears to be a brisk walk from way back at higher altitude and airspeed all the way through descent and deceleration to slow airspeed. Without power, the point where the throttle is closed is critical. With variable power to nail both rate of descent and glide angle all the way down, hitting the point is easier and really soft is more easily attained and the airspeed/groundspeed can be slower with engine created relative wind over the inner portion of the wing.

The stall down without power is a one shot deal like the autorotation. It takes much greater skill. Observation of the apparent rate of closure is equally helpful in either technique. Wolfgang says, "the process of stalling the airplane down can be gauged entirely by watching the spot and the perspective in which it appears and its apparent motion."

Very good tcj. Here the forward slip is used in place of either spoilers or variable throttle to maintain the desired sink rate and angle of descent. It works well, but elevator airspeed control is more difficult in the slip so deceleration suffers a bit. The slip technique (throttle closed) is more practical than Wolfgang's pure stall down (throttle closed) deceleration, but Flyer 1 and WWhunter's examples got in a bit shorter as the apparent brisk walk rate of closure was more easily maintained. And spot landings are always good practice.

Of course bringing variable throttle into play for rate of descent and glide angle control is the cat's meow with our more reliable engines now days.

I am slated to get a good camera and tech guy in March, but you guys have excellent video anyway. Motoadve's power pitch approaches and Jughead's 170 power/pitch approaches and you guys with Wolfgang's stall down covers the advantages of the deceleration using the brisk walk apparent rate of closure. CFOT's Champ is so slow it can't go faster than a (actual not apparent) brisk walk anyway. I can't do any better than that with my video.

Of course the STOL contest guys are using deceleration techniques as well, but some of those airplanes will hover out of ground effect with engine power. That is not the same thing. Power management is not total energy management. In the Ag world someone would just pump more gallons into a bigger hopper and technique would have to be the same as the less powerful airplane.

Good videos all.