Netters I agree with Jim Faughn with a couple of additions: Flaps and/or a belly board will change or modify some of what Jim said about both speeds, power settings, and landing attitude.
The increased drag from these devices causes slightly higher power settings, or lower nose position to maintain the same speeds. If it is your choice to come in at idle, then you will have a significantly shorter final, and lower nose attitude throughout the pattern due to this increased drag. This is the whole purpose of such devices: to allow a closer in pattern, slower with the same lift and better visibility (nose lower). Also, in transition, which is the patience period Jim refers to, you are rounded out and in ground effect waiting for the plane to slow to touchdown speed, and using ONLY that back pressure required to maintain the same height above the runway as the speed decreases. Also a HUGE key here is to make sure that you are looking at the END of the runway, not any where closer to the nose, to get maximum depth perception. This will allow you to make much more subtle changes in attitude to maintain just above the runway. The plane should gently drift down, and the mains should kiss with a chirp, but not be felt more than a bump. Then apply forward pressure like smoothly rolling on paint in slow motion. If you bounce, freeze the stick right there, and go to nearly full power to restore just a few miles per hour, or knots to begin flying, reduce power smoothly, and land again. Big bounce go around. Odds for success jump TREMENDOUSLY on the next trip through. Be aware that the normal reaction of trying to force the nose back down, when it starts popping up during the bounce will cause a DRAMATIC loss of lift and cause the plane to smash down on the gear, aggravating the problem. The angle of attack must be maintained in order to preserve the lift and power used to restore flight temporarily, or in the go around. Once the climbout is established you can GRADUALLY lower the nose to increase speed. If I have repeated anything Jim has already stated my apologies. My main reason for this post is cross winds. Mark was bit by a combination of things on that first flight, one of which was a cross wind. When dealing with cross winds you cannot approach the runway at the same slow speeds as with no wind. All guides tell you to add half the gust factor to your approach speed, and wheel landings are typically accomplished at between 5 and 10 miles per hour faster then no wind to provide the additional control necessary to over come to cross wind. If not you do not have the control authority needed. I have successfully landed my KR2 in winds 20 knots gusting to 30 as a quartering headwind, making the 90 degree component approximately 15 to 17 knots according to the chart on my wiz wheel. Mains contacted at between 80 and 85 mph, with final being flown at between 90 to 95 mph indicated. This made the nose position right where I needed it to maintain runway alignment, and allow for moderate wing low opposite rudder cross wind correction. I do not like nor do I teach the crab and kickout method of cross wind landings because it is too much going on a few feet above the runway. The key again here is to fly to just above the runway, I call it flying through the barn door at the approach end of the runway, and just skim the surface without touching. Then as it slows, just let the mains touch, and when they do, just "roll them on", continually adding pressure to keep the tail raised so that you can maintain runway centerline with rudder. It will finally slow enough for the tail to drop on its own, and will slow enough for brakes and rudder steering to maintain control against the crosswind. Also remember to apply aileron into the crosswind, and maintain proper elevator position for maximum control while taxiing (stick back and aileron into the wind in front, stick forward and aileron away, or dive and away for wind behind). Colin Rainey KSFB Florida
