Warbird Information Exchange

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Very interesting! Being a noob at tailwheel flying, I must say that most of my landings are wheel landings, if for no other reason, just getting used to working the rudder in the two point position. I also enjoy the added challenge.

However, I do not necessarily agree that the wheel landing can be used as a crutch for mismanaging airspeed. Both types require precise airspeed control, no different from any other landing. Another thing is, whenever I carry passengers, I always do wheel landings because they're always smooth.

This is a never ending debate. I think one thing that has changed today is that most aircraft are operated off 5,000 foot runways that are wide enough to land my Cub on. Anytime I can land in the grass with my planes I will take it. And back when I learned to fly the Citabria check out consisted of " the starter buttons on the dash and dont ground loop it " and off I went. I did not have dual time in a TW aircraft for another 25 years.

Reading the comments is interesting. If the wind is gusty or variable I will wheel land the the L 4 but almost all other times I 3 point it but I almost always wheel land my Cessna 140 in all conditions yet other comments here talk about it being easier 3 pointing the 140 which is the exact opposite of what I am comfortable doing.

In the end unless the specific aircraft has a limitation that precludes one or the other my opinion is to know how to do both and then do the type you are comfortable with when it is most needed such on a gusty day or with x winds.

As long as the tail stays behind you things should be good.

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Flying Piper L4-J 45-55209

Fun stuff- I got my TW endorsement in a Citabria 7GCBC and was required to learn BOTH techniques.
It was at Houston Southwest Airport which has a built-in crosswind 90% of the time.

My CFI said that under most conditions to 3 point it. The reason given was it got you on the ground at the slowest speed and as the plane transitioned from rudder control to brake control it likewise had you going as slow as possible in case things got "interesting." That also got the tailwheel helping stability.

That being said I was ever so glad she had me master wheel landings because when I bought my Champ I shot a few landings and boldly started flying a long cross country to bring her home. But I found my 3 pointers getting more bouncy until I finally made meself nervous.
I switched over to wheel landings and stuck with them all the way with no more muss or fuss.

Then when hangar flying one time somebody asked me what my stall speed was and I said she stalled at about 32-35. Hmmm he said! He suggested I check my airspeed indicator because he said that sounded a little low.
Sure enough there were bugs in the pitot tube lines and it was AMAZING! I started flying the same numbers on approach but could land 3 pointers and use much less runway.

In the Fairchild PT-26 I was drilled to make 3 ptrs. Again, it shortened my roll-outs considerably.
I am starting to get introduced to formation flying and there are good reasons to have BOTH in your tool-kit.

I was glad to have learned both and still use wheelies on strong cross-winds in the Champ.

SPANNER

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Support Your Local Warbirds! KBO!
The only reasons the airplanes matter is what the veterans did with them... and why.

I have heard that there are some aircraft that are more difficult to land 3 point than wheelie. What is it about those types? Center of gravity at landing weights? Elevator authority at landing attitude? Can anyone list a few types that naturally want to wheel land? I have heard that is true of the C-47 but not from any authority on the type.

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"I can't understand it, I cut it twice and it's still too short!" Robert F. Dupre' 1923-2010 Go With God.

72 yr old pilot doing it right!
http://www.youtube.com/watch?v=X5TjBjo8Yew

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Long Live the N3N-3 "The Last US Military Bi-Plane" 1940-1959
Badmouthing Stearmans on WIX since 2005

Man that was nice.

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Flying Piper L4-J 45-55209

Wheel or 3 Point.... choices, choices... personal preference, with a few exceptions, and nothing more:

You be the judge:

http://www.youtube.com/watch?v=M1i5hfY1AQM

gunny

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Scott 'Gunny' Perdue
www.scottperdue.com

the DC3 does seem to naturally like wheel landings, in all my freight flying i only 3 pointed her twice, it just seemed the right way with this ship. one of my mentors though, a WW2 vet with 12000 hrs in the Douglas used to 3 point her routinely and beautifully,he was an artist in the DC3, God bless you Capt. Pete Renner wherever you are !

Okay a few types I have flown:
1) New production WACO YMF-5D. Three points not recommended. The tailwheel strut has been lengthened a few inches and the main landing gear have been shortened like 8 inches. It's no longer in the stall attitude when sitting on all three.
2) Husky A1-A, I gave an insurance checkout in one and seller couldn't figure out how to three point it. It requires leaving in about 1300 RPm, and mushing the stick back into the landing flare. Power off it's too nose heavy even with full aft trim.
3) P-51D, if it bounces you can lose aileron authority while still very fast. Many civil mustangs have a very far forward C.G. compared to wartime models.(forward C.G. encourages bouncing.)
4) Cap-10B. Horizontal stab designed to stall about the same time as the wing. Wheel ldg. with power recommended. Attempted to three point, power off, and would have lost it if not for the instructor having brakes on his side.
Just a few that come to mind.

Anyone care to comment on the handling differences experienced when a T-6 has the center flap operational vs wired up? Were all models originally built with an operational center flap?

Ken

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"Take care of the little things and the big things will take care of themselves."