On 9/20/2010 11:02 AM, Surfer! wrote:

wrote in message
...
snip

OK.....But the same BASIC technique works for all these
gliders............LOW ENERGY LANDING.......

This is a fascinating and slightly scary discussion.

I was taught in the UK the BGA way, and the only kind of landing I have been
taught is the fully-held off one - ultimately the glider mushes onto the
ground.
Descriptive details snipped

Is this what US folks mean by a low-energy landing? If not, what is meant?

What you've described is *my* (U.S.) idea of a low-energy landing.

As to much of this discussion, kids can you say, "Nuance is difficult to
describe in short paragraphs!" :-) My own take is: KISS (Keep It Simple,
Stupid). The principles *are* simple...the devil's in the descriptive details.

I'm sure someone will correct me if I've overlooked an oddball-configured
glider somewhere, but 'the vast majority of gliders' (including 2-33s, even
those withOUT spring tailwheels) will perform nice, low-energy touchdowns if
successfully landed about an inch in the air...meaning that if they quit
flying 'way up there', nothing's going to get hurt or broken from the fall.
Actual fuselage attitude falls out in the wash...

True for nose-draggers and taildraggers.

Guessing wildly - and not excusing failure to practice low-energy technique
when conditions permit - perhaps one reason some western U.S. glider pilots
rationalize skill in performing low-energy landings isn't 'crucial' is because
it's the norm in these parts for strong, gusting (often, cross)winds to be
present unless landing near dusk, away from any thunderstorms. One's view of
the desirability of a fully held-off landing (especially on paved runways)
probably varies inversely proportionally with the strength of the gusting
crosswind!

My personal record for touchdown speed was a 65+ knot, wheeled-on touchdown
(75+ knot final to maintain a 'reasonable crab angle') in a direct crosswind
of 25-35 knots onto the only (narrow, sans-lights) pavement around - it was
that or hassle with an OFL and a post-sundown retrieve in the same winds (from
a distant T-storm)...15-meter, flapped, no-spoilers ship. About 20-feet of
lateral downwind displacement occurred in the roll-out, despite
(post-touchdown) full downwind rudder, a negative-flap-planted tail wheel,
maximum wheel braking and (eventually) an intentionally dragging downwind tip.
A held-off landing under the circumstances wasn't seriously considered.

Bob W.