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As we approach the ground, I round out (power pilots may use the expression “flare”, but we call it rounding out). We fly parallel with the ground, main wheel about 6 inches off. As the speed bleeds off, we prevent the glider landing by easing back the stick to increase alpha and maintain lift equal to weight, The drag slows us, and eventually, the change in alpha means nose higher, tail lower, and - - the tailskid touches the ground.
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Chris,
Let me put the above part of your quote in the context of pointing the aircraft's flight path;
As we approach the ground you round out. You change where the flight path was pointing (towards the constant point) so that it now points at the horizon. This is done by adjusting the attitude (raising the nose) with the elevator.
Now that the flight path is pointing at the horizon the aircraft flies level (the flight path is horizontal).
As the aircraft slows, the attitude must be gradually increased to keep the flight path pointing at the horizon. Eventually the tail being in contact with the ground no further increase in attitude is possible and as the speed reduces further the flight path gradually changes from horizontal to a descending one.
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If you had an engine you could have increased the power from idle to add some thrust and travel along the runway with just the tail in contact. What height have you gained in return for that increase in thrust?
As I said "point and power" or "attitude for speed, power for altitude" are simply two different mental pictures of the same actions and reactions.
Going from idle to full throttle has the exact same effect on the aircraft and requires exactly the same control inputs no matter if you think point and power or power for height.
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Cats five,
Which force requires the glider to descend and prevents sustained horizontal flight?
Hint - Gravity is not the answer!!
Regards,
DFC