On Aug 16, 9:17*am, "Capt. Geoffrey Thorpe" The Sea Hawk @See My
Sig.com wrote:
If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. *If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. *Anyway, it's what I always do. *Saving a couple of
minutes *just isn't worth it.

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

-
Geoff
The Sea Hawk at Wow Way d0t Com
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When immigration is outlawed, only outlaws will immigrate.

I may be wrong about this, but I think daytime recent experience
requires full stop landings too.

A brief google search didn't answer another question -- that is, what
does the FAA consider a 'take off'. If it just meant getting the
wheels off the ground, I could do a take off from a dead stop off and
a landing to a full stop without having to fly a circuit. I'd have to
taxi a circuit though for the next cycle.

That's a technical/legal question of course, the idea of doing 3 t-o
and landings is to demonstrate you still know how to do tham. That
should be the minimum requirement any of us have. If we have not flown
in 90 days, boys and girls, there's rust on them there reflexes. Go do
some airwork, maybe with a safety pilot. Find a crosswind and land
into it. Do slow flight for a while, hang that damned thing on its
prop. Do a steep 360 and stay within 50 feet of altitude. Do enough of
that then ask yourself if you were riding in someone else's airplane
and knew that was the extent of his recent experience, would you let
him fly you somewhere?