All bar one of my Mk26 landings I did 3-point, and it worked well for that aircraft - my one attempt to do a wheeler (11kn crosswind on a diversion, on a massive tarmac runway with few useful references alongside) was never going to be pretty, and wasn't - but I didn't break anything.
Speed range was from Vso-44 (30 flap, they go to 55, but I was advised not to go beyond 30 so didn't) / Vs1-48, to a Vne of 193, although in practice she cruised about 120kn, and I didn't go beyond about 150. Aileron loads were fairly consistently light, but pitch forces and flightpath stability similar to 3-point's description. Increasing speed required a reasonably high pitch forces, deceleration to the stall was lower and she stalled with about 2/3 back stick. However, trimming to approach was difficult - just (again) as 3-point described for the real Spit, there was a strong sense (despite both the airspeed and lack of stall warning saying otherwise) that the aeroplane was unhappily and dangerously slow and it was necessary to force the nose up and hold one's nerve to keep the aeroplane at the right attitude and speed - very nose-up, but realistically still very much above the stall.
Mk.26 and new owner are now in Switzerland and he's in the hands of a very competent local tailwheel / aerobatic instructor with plenty of hours on high powered taildraggers, who is going to get to know it well and then bring him up to speed - with a bit of remote help and guidance from me.
But as the owner has as-yet no tailwheel differences, I think based upon both my prior experience and opinion, and the comments above, point very strongly at his being best advised to go and get some quality time in the back of a Chipmunk. The Zlin offers a route to getting the retract tick, but probably no other advantage for his needs.
G
Last edited by Genghis the Engineer; 21st September 2013 at 11:59.