That's it. Carrying that bit of power flattens things out and gives you a little more of a fightin' chance to grease it. The second you touch, stick it with a little forward yoke. If you come in cold turkey power off its a much greater challenge in energy management, a one-shot deal. If you blow the flare and bounce, DON'T try to stick it. Yoke it back and milk the wing dry (of lift). It might plop back down with another bounce, but it'll be done flying.Slow it down (they skip like a rock if you try to drive them on fast), trim neutral all the way down final, approach sink rate about 500fpm with a bit of power in, gentle pull back on the yoke over the fence for a 3 count (to partially arrest the sink), yoke back where it was, touch down, and a prompt moderate push on the yoke will give you a tail low wheelie, now add a big smile while your feet do their thing, put the tail down easy and clean the airplane up
Bill White technique works best. I've used it for years, easy peezy, loaded or light.
https://bwifly.com/aircraft-insurance/wheel-landing-by-the-numbers/
SJ,
If you are going the be at Gaston's I would like to buy an hour or two of your famous instruction.
So the real question is why? I’ve never had the desire or need to do wheel landings beyond meeting the FAA requirements when training a new tailwheel pilot.
Sent from my iPhone using Tapatalk
Not a Chevy/Ford thing at all.
Wheel landings are an absolute necessary skill
Dga, I am surprised at you statement.
Three point full stall landing a Skywagon with a 15 knot crosswind on pavement with 29" tires and you will be lost!!
Nah, in my experience at least, I much prefer big tires in crosswinds. Put upwind tire down, stick it and now use it as the fulcrum to do what you want with the plane.I bet soft 29" tires will have you in the weeds with a 15 kt crosswind no matter what kind of landing you make.
Nah, in my experience at least, I much prefer big tires in crosswinds. Put upwind tire down, stick it and now use it as the fulcrum to do what you want with the plane.
MTV
I think being proficient at all flap settings and landing/takeoff modes is important. That said, I stress tail low takeoffs and full stall landings.
It takes finesse to get a good wheel landing in a spring steel gear airplane. Finesse is a good thing.
But when I discover that my Cub or Stearman students are doing 90% wheel landings, I insist that they return to 90% full stall. Well, maybe 80%.
I briefly encountered a Husky pilot who was taught 60 mph approaches and wheel landings. He enlisted my aid to figure out why a Husky needed 2000' to land! Easy fix.