Thorp Air Command - T18.net

O0 As a "Nugget" in my S-18, I find I MUST maintain a 100% on a swivel to keep the A/C on the pavement and center line ! As a well seasoned "old fart" with 70 hours on the airframe my T/O's are OK and my landings are an OK 3 wire...high come down to land ! The Air Boss would differ on my grades. Not to say ALL my landings are bad (50%), but I am still a low time S-18 pilot. My biggest suggestion would be...if the landing is going bad...GO AROUND ! I spent 27 years building my pony and she thanks me everytime I tell the tower...115RX going around !

RB

Fred,
There are two techniques for landing a tailwheel. A "wheels" landing and a "three point landing". Both have advantages and disadvantages depending on the conditions of landing. I find most people favor one or the other and/or are only proficient in only one. I strongly recommend proficiency in both.
A wheels landing are fun, look cool and is actually the easiest of the two. Disadvantages are that they take up a lot of runway and you can be exposed to a gusting cross wind for a longer period of time. The best way to learn this one is to find a long runway and to simply fly very low along the runway reducing power till the wheels touch, then full power off, holding the plane level till the tailwheel falls to the deck then immediate full backstick. This sharpens your perspective at mastering this technique. Gradually you will be able to avoid eating up too much runway. We have a long runway 8000 for fun and out of boredom I have jockeyed power on after touchdown and held the tail up 4000-6000 feet of runway to avoid a long taxi using rudders to maintain directional control. FUN FUN FUN. Don't try this till you are very proficient (and relaxed) in wind technique, better yet only under very calm wind conditions.

A three point landing might be considered safer because you slow down quicker and is best for a short field landings and cross winds. Inexperienced tailwheel guys usually favor this one. It is a bit trickier but not too much so. It will not work worth a S^%$ when you are heavy with aft most C.G. On this one the air speed must be much more controlled. Since the stall speeds vary a bit on a Thorp with different weights and especially flap settings, the more often you practice stalls at different flap settings the better you will be at this type of landing. You have to come in slower and fairly shallow. The steeper the approach the tougher. Enough airspeed to break a high rate of decent and ending up at the right airspeed for a three point is a fragile skill. You have to be very close to stall at touch down to do this one well. It is OK if the tail touches down first as long as you are not nose high. Roll out is very short. As always full backstick and power off upon landing.

As I mentioned before and Bob Highley will confirm, two people, 80 pounds of luggage (I.E. Trip to Sun and Fun) 8 gallons of fuel or less---don't expect a good landing. It won't happen. You have to land faster than normal because you are at full aft C.G. and elevator control becomes an issue of concern. Not dangerous, just have to be more careful.
All of this makes flying more fun. Rob Ray made an excellent point in Tiger Tails last issue. Practice, Practice, Practice makes good aviators and is less boring than "strait and level" or just boring holes in the air for an hour.
Lastly and most important. DO NOT TAKE OFF WITH A 90 DEGREE LEFT cross wind in a taildragger unless you like scaring and endangering yourself. Put that wind on your right. Landings not so much.
And remember: "There are three things you must know to land a tailwheel a/c well, unfortunately no one know what they are."

Fred,
If you only have damage to the outer panel of course don't bother pulling the entire wing.

On the landings, try dumping your flaps once you've touched down, that will plant the tail and put more weight on the tail gear.

To the wheel vs 3point I say do what you're more comfortable with. The brakes are much more effective in the 2 point configuration but as has been mentioned getting the tail down pronto is the key. Once again, dumping the flaps in the 2point configuration quickly and effectively drops the tail and puts you where you need to be.

Don't fret this for now, get your airplane fixed and get out there and practice, you'll do fine!