What I see here is a nose heavy aircraft. This trim position has nothing to do with landing slow.
Nope, not nose heavy at all. In fact, due to the Catto prop, P-mags, lightweight starter, etc., the airplane is a little bit tail heavy, compared to the W&B's I've seen. Besides, with the RV's being nose heavy is a good thing as everything, including fuel burn, moves the CG aft.
Not unique to conventional aircraft. Nose wheel (more conventional than conventional) can also fly on....... iow... "just wheel it on by flying it lower and lower until the wheels touch."
True, but much easier with a conventional gear.
There is nothing wrong with flying the entire pattern at 5 knots above stall speed as long as you are not making everyone behind you extend and adjust their pattern....... I sure hope you are flying a tight pattern.
Yep, I always fly a very tight pattern. One in which if the engine were to pack it in, I could make the runway.
If people are behind me, it is no different than if a Cub was landing or something else equally as slow. They are going to have to space it out.
Landing slow, is better on the tires and brakes, not to mention makes you adept at landing at short (1600') fields without worrying. (I have stunned the controllers at a local Delta airport by landing, stopping, retracting the flaps, resetting the trim, etc, and taking off again before the fixed distance markers on a no-wind day. It makes me wonder what I could do, if I had a CS prop up front.)
The point is, many -9(A) pilots I have spoken to tend to come in much faster than needed and float down the runway. Speed control is critical, more so with a -9(A) and a FP prop and flying slow approaches makes your landings much more consistent and predictable.