On Sep 19, 12:07*pm, "kirk.stant" wrote:
On Sep 18, 6:52*pm, "

wrote:

Please explain further........how is the correct landing procedure for
a 2-33 going to result in a high energy landing in a Grob?

IMHO....the correct landing procedure for a 2-33 (low energy, slow
speed, nose high, tail low, etc) will result in a similar low energy
landing in a Grob..........this would be a short runway landing, with
little or no need for brakes......

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So, when you are teaching landings to a student in a 2-33, do you
first sit him in the front seat, level the wings, then hold the nose
up until the tailwheel is on the ground and say "this is your landing
attitude"? *Do you do that in a G-103? *Didn't think so. *Where that
tailwheel is relative to the ground is the difference. *The landing
angle of attack is probably about the same, but a student who learns
to land on the main in a 2-33, nice and slow, but never touching the
tailwheel, then who transfers that technique to the G-103, is a prime
candidate for high energy landing problems. *It's not a killer problem
- but it needs to be taught correctly!

Kirk

Correct landing attitude in a 2-33 is NOT tail all the way
down..........this comes under the category of "too slow"

2-33 should be landed tail low, nose high, low energy, slow a
practical, not slow as possible, and the skid kept off the ground as
long as possible during ground roll.

2-33 has a unique shape in that the main wheel is mounted low on the
bulbus belly, and the tail wheel is mounted high on the up swept
fuselage tail.

Grob should be landed nose high, tail low, as slow as practical (tail
first is OK if subtle), nose wheel held off during ground taxi as long
as possible


So tell me agian how a proper low energy 2-33 landing relates to
making a high energy Grob landing???


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