Touch and Goes versus Full Stop Taxi Backs

If there's an instructor or safety pilot on board, it's useful to have
him chartered at any time to say (loudly) "Fly the Miss!" or whatever
is your term might be. It's important training: deer walk onto runways,
and airplanes taxi out, sometimes when you're in the flare. Mooneys and
I expect other complex airplanes when coming down with full flaps deep
well into the flare require some attention when you're no longer
trying to lose energy, but gain it. After you've got the yoke out of
your lap and the throttle to the wall you may want to think about flap
setting and then cowl flaps: you should have had the prop and mixture
forward already, right?

For the record, I don't like Touch and Goes on short runways, but 5000
feet gives you more than enough time to slow down to a walk, do a
little reconfiguring of the airplane, then go again. It also gives you
time to practice spot landings, right on the numbers. Do that when
you're coming to a full stop if the turnoff is 2000 feet ahead will
drive the guy on close final behind you nuts!

On 11 Sep 2005 18:40:08 -0700, "Tony" wrote:

For the record, I don't like Touch and Goes on short runways, but 5000
feet gives you more than enough time to slow down to a walk, d

When my instructor got frustrated at the difficulty I was having in,
let's say, *interfacing* with the runway, we flew 20 miles to another
airport with a loooong runway, so I could practice flying down it at
six inches off the ground. That runway is 4000 ft.

In the Cub, 5000 feet is almost long enough to qualify as
cross-country.


-- all the best, Dan Ford

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