Hi again piperboy84.
I will slice and dice all your questions and try and explain in detail why I have my opinions on how to fly airplanes....but first I would like to explain this better.
Well done getting thru whatever it was you had going on.
I lost my wife to cancer in the fall of 2010 and the process of recovering emotionally has been difficult, I met her in 1968 when I was flying a DC3 for a Canadian airline and she loved airplanes. Life has slowly improved and I am about to go back to finishing building a Cub that I was rebuilding when she got sick two years ago.
Now to your questions.
Now i understand the concept but inst this kicking the problem down the road a bit due to as you slow up your tail is still in the air as opposed to a 3P where you plant that tail hard on the deck and pin it there with full back elevator essentially trading directional control via airspeed on the rudder to control via ground friction. the principle being once authority recedes the friction takes over the directional control
The advantage to contacting the landing surface in the tail up wheel landing attitude is you have far more flight control effectiveness to deal with any excursion in direction or attitude that may be present at the point of ground contact and if the excursion is serious enough you are still in the flying attitude and can reject the landing with take off power and go around and try again.
In the tail up wheel landing attitude the progression from using the flight controls to maintain your direction and attitude can be more effectively transferred from aerodynamic control from the flight controls to ground friction on the wheels by reducing lift from the wings to the wheels by changing angle of attack with the elevators......lowering the nose...
The transfer to the tail down attitude can now be easier controlled because you have better directional control if needed because more weight is now on the wheels and brakes can be more effective because the weight is now on the wheels.....therefore better traction for braking if needed.
Secondly, I have looked at planes of similar utility to the Maule like the Husky etc, and I think the Maule has a far larger tail side profile which in a wheel landing right at the point where the tail is about to drop you have lost significant authority and still have this large surface sitting up there which will pivot on the mains a lot easier without ground friction of a 3P, granted if the wind is strong enough to swing you round regardless of which landing method is used it will happen at a slower speed in a wheeler.
Go back and read my last comments and it will reinforce why I have my opinions on how to best fly tail wheel airplanes.....of course there are exceptions to how best to land some airplanes and the Maule might have some directional problems during landing that I am not aware of.....hopefully someone here with more Maule knowledge will jump in and explain why the Maule is different from most of the light tail wheel aircraft that are common in general aviation.
There was only one airplane I can remember flying that I never had the balls to try and three point and that was the Grumman Turbo Goose....that sucker was truly a challenge directionally on the runway.
So....
All pilots who fly tail wheel airplanes """ M U S T """ be equally proficient in both methods of landing.....wheel landings and three point landings.....and everything in between.
