Water 007 welcome to the forum.

I think you will find that you will get very few responses to your blog because it doesn't show up on the initial page when you log in. I suggest your repost this to the main forum page. Or under "B Model". That way everyone will see it when they log in.

It would be nice to know a little about you. Most of us share our name with each other so we feel like we know each other a little better. And many of us DO know each other outside of the forum. But in answer to your question about the flying characteristics of the BC12D Taylorcraft, it is an honest airplane with a light wing loading. If you did any sort of research at all before you bought your plane, you probably heard that the Taylorcraft will float and float on landing. I can tell you, after owning and flying mine for 12 years, that it does not float any more than any other plane. The problem comes from people trying to land too fast. If you cross the end of the runway at a speed no greater than 1.3 Vso and pull the power to IDLE, you will not float. My plane stalls at about 40 mph indicated. So 1.3 X 40 = 52. I usually fly final at 60, slowing to 55 over the end of the runway so that I am at about 52 as I enter the flare. I don't pay attention to the airspeed indicator after I cross the end of the runway. I just know that if I fly my 60 on final and begin my normal speed reduction, I will be at just the right speed when I am ready to flare, or I should say when the plane is ready to flare.

I would suggest some rudder exercises and airspeed control practice to really get you used to the plane. If you put the nose of the airplane on a prominent object on the horizon, smoke stack, hill, etc, and roll the wings with the ailerons while holding the nose on the object using the rudders, you will get a good feel for the them. You will be cross controlling, just like you will in a crosswind landing. I found that it takes very little rudder in crosswind landings compared to the amount of aileron needed.

Also go up to a high enough altitude for a safe recovery and practice stalls. Make sure you keep the ball centered, or you will enter a spin. When practicing stalls, be sure to NOT use the ailerons to keep the wings level. IF a wing drops and you try to pick it up using aileron, you will go into a spin. I am strongly in favor of spin training. So if you want to have some fun, and be a more competent/confident pilot, get your instructor to show you proper spin recovery. Because the ailerons are so far out on the wings, if you use them to lift up a dropped wing near a stall, the adverse yaw will drag the plane into a spin on that side. The BC12D is a delight to spin, and recovers very quickly with proper technique. But that is something you don't learn by reading a forum, or a book. Have an instructor show you. Once you are comfortable with stalls and recovery, practice flying 5 mph above the stall speed. Be sure to keep the ball centered and practice making gentle turns in each direction. This will help you develop a better feel for when you are turning base to final and reduce your dependency on looking at the airspeed indicator.

The Taylorcraft has very light wing loading, hence the short takeoff and landing distances, and excellent glide ratio. But you pay for that in turbulence. On a choppy day, you ARE part of the wind. If the air is going up or down, YOU are going up and down.

Since it is such a light weight airplane, the BC12D performs differently when carrying two people, or lots of baggage. But it still flies great and, considering the low power output, performs fairly well. But be extremely careful about density altitude. Since it is nearing winter time, take off with a known weight, such as just you and full fuel or some other easy to duplicate weight. Notice your take off distance with a known wind, and compare it to the same weight next summer when the temperature is 30 or 40 degrees warmer. I would guess it will be 60 to 80% longer. And distance over a 50 foot obstacle suffers too.

Please start a thread and tell the "tribe", as we call ourselves, a little about you. What airport do you operate out of? What got you interested in flying? Do you plan on doing your own maintenance? If so, this forum will prove invaluable for helping diagnose problems, finding parts, and figuring out how things come apart and go back together.

WELCOME!

I hope my blurb helps. I have never responded to a blog on this forum. I have a blog of my own. Check it out at 63nova.blogspot.com .

Richard?,
I will try to navigate how to repost where you suggested. However, your response was right on track for what I needed. I owned a Beech Sundowner about 20 years ago and kept it about 4 years. Another solid bird that needs to be flown properly. I am a 59 yr old (NOT 60 yet!) water engineer in Mobile, AL and just getting back into flying via LSA rules since I am a little bit uneasy about dealing with FAA medical renewal, even though I "think" I could pass as I am fairly physically active and don't have any major health issues other than being a little overweight.
I am mainly interested in recreational flying around the Gulf Coast and an occasional trip to Auburn, AL where my son is in school. I am very rusty and will be taking it low and slow in getting back up to speed (no more ARSA's!). I have always wanted to the TW thing and get enough training to feel confident in spin recovery and unusual attitudes IF I ever find myself there. Also, my son is in ground school at AU and will be taking up flying, so I want him to learn the TW route from those who know how to fly right side up AND upside down (e.g., Greg Koontz).
My plane as of last week was completely restored by Bruce Beard (Bell City, LA) in 2008. New fabric, new spar, cables, struts, panel, and 160 SMOH hr C65. He does fantastic restorations and is even a better pilot. So, that's part of my story and thanks again for the comprehensive response.
Tks
Frank McFadden