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Thanks for another flight, Kevin. A few observations: 1) It was difficult to figure out exactly where your flight path was. I couldn't find any landmarks I was familiar with until you got close to the Platte River. 2) The sandhills looked greener when flying easterly vs the return trip. Time of day and how the sun hit the hills is probably the reason. 3) There are a lot more water features than I realized. I always knew about the area around Lakeside but it seemed all along the way there were a lot of small water ponds (some I could tell were man-made). Interesting flight. Thanks again.

A UL pilot mostly with some Kitfox time, at the time I bought my BC-12D, I had heard about them being "hard to land." Before my first flight in it, the seller made a point to take me out to the airport to watch another T-Craft on short final, flown by a guy who knew the breed real well. Long story short, once I saw how darn slow they can fly, and land, I never had any problems at all with mine, that big wing just has to have time to slow down before the wheels touchdown!

I teach both the basic level in low ground effect takeoff and the apparent brisk walk rate of closure with numbers, deceleration coming into ground effect landing. Vso is an out of ground effect number that has nothing to do with the airspeed that the wing will lift us into flight in ground effect and the airspeed we have to decelerate to in order to land in low (1") ground effect. The airplane will accelerate much faster in level in low ground effect, to cruise airspeed on a fairly long runway. The airplane can be (must be) decelerated below Vso in ground effect, either at the beginning of the runway or well down the runway. Another technique I use to give students considerable time at these below Vso airspeeds is hover taxi. When near the ground "in a three point attitude all slowed up and ready to squat," add some power and level the fuselage a bit to fly down the runway below Vso. Given a headwind component, as in a strong crosswind, the ability to slow enough to sink enough to bring dynamic throttle into play as an excellent glide angle and rate of descent control means we can touch down exactly where we wish. In a strong crosswind we can angle across wide runways from the exact downwind corner to the upwind big airplane touchdown zone marking. A thousand feet, with a 20 knot or so ground speed, is about 800 feet more runway than required.

Nicely performed!!

The brakes really heated up and smelled like burning rubber. I'm not going to do that again unless it is necessary.

Cool video Kevin!

That was a LOOONG float lol

Hi Kevin, hoping to get out your way this summer finally. Keep the videos coming, very cool.

Interesting that it shows speed and altitude

Beautiful