No touch and go's?

On Sep 4, 5:18 am, john wrote:

And I've seen them for overall length issues. My home airport is 2500
feet with 2-400 foot displaced thresholds so T&G would not be very safe
there.

Some might have safety issues with touch-and-goes. Transport Canada
says that the touch-and-go is statistically risky and that numerous
accidents have been recorded during such operations. The pilot is
frequently distracted by cleaning up the airplane for the takeoff and
loses control, forgets flaps or carb heat, etc.

Dan

On Tue, 04 Sep 2007 08:06:20 -0700, wrote:

On Sep 4, 5:18 am, john wrote:

And I've seen them for overall length issues. My home airport is 2500
feet with 2-400 foot displaced thresholds so T&G would not be very safe
there.

Some might have safety issues with touch-and-goes. Transport Canada
says that the touch-and-go is statistically risky and that numerous
accidents have been recorded during such operations. The pilot is
frequently distracted by cleaning up the airplane for the takeoff and
loses control, forgets flaps or carb heat, etc.

The theory goes that not only are they more risky, but that the
student is mainly getting pattern practice rather than true take offs
and landings. On a "touch-and-go" the typical mind set is not on
landing, but on getting back into the air without breaking something.
A true landing takes a mind set of landing the airplane, BUT what to
do if something goes wrong and a balked landing, or a go-around is
required which are not the same as touch and goes.
After he lost two rental planes the local FBO prohibited T&Gs in his
planes.

A touch-and-go in the Deb can be exciting. You ease the power in,
while the flaps are coming up and while holding at least 40# pressure
on the yoke to keep the nose down. Even with full flaps it'll
literally go ballistic and pass Vy in only a few seconds. The most
difficult parts are keeping it from trying to imitate a wheel barrow
and get retrimed properly with a trim wheel that is behind the panel
and above the bottom of said panel completely out of sight. You also
have to lean over which makes seeing out just barely possible for some
one around 5'8" or so. Typically I have to lean far enough the only
thing I can see is the panel and inside of the doors while adjusting
trim. Think of doing this at 60 to 80 MPH while close to the ground,
holding 40# of *push* against the yoke and not being able to see
outside. If you try to hold it on while doing this you are likely to
ruin a set of tires. If you wait for the flaps to come up before
easing in the throttle you have almost time and distance enough for a
full stop.

Roger (K8RI)


Dan

On Sep 4, 3:06 pm, wrote:
On Sep 4, 5:18 am, john wrote:



And I've seen them for overall length issues. My home airport is 2500
feet with 2-400 foot displaced thresholds so T&G would not be very safe
there.

Some might have safety issues with touch-and-goes. Transport Canada
says that the touch-and-go is statistically risky and that numerous
accidents have been recorded during such operations. The pilot is
frequently distracted by cleaning up the airplane for the takeoff and
loses control, forgets flaps or carb heat, etc.


Many years ago I lived in some apartments a block from
the Wood County airport in Bowling Green Ohio. Just past
the end of the runway that was more or less aligned with
our building was a deep drainage ditch and a low chainlink
fence, then an intersection where two streets made a tee.

I was watching a (presumably) student pilot doing touch and
goes on that runway one day when they touched down hard
in that intersection on the wrong side of the ditch from the runway
and then got airborne again in time to clear the fence.

I didn't realize before then how much travel there was in the
suspension in a Cessna landing gear. They practically
scraped the belly of the plane on the road. It literally
bounced back into the air.

Two years later someone took off from that runway with
four passengers and too much fuel, stalled, and dropped
into the apartments next door killing all four aboard.

--

FF