Touch and Goes versus Full Stop Taxi Backs

What do you do to the gear after landing in a Bonanza?
After doing T&G's during my PPL training in an Archer, I never do them
now in a Bonanza, only S&G if runway lenght and traffic allow. In fact,
I don't touch the configuration until STOPPED, either on the runway or
clear of the runway, then raise flaps (identify FLAP handle, not GEAR
handle), reset trim, open cowl flaps, etc.

buttman wrote:
If I'm in a bonanza, I'll do full stop, as there are a lot of things
you have to do (gear, etc), plus the hobbs only runs when weight is not
on the gear. So taxi time is free, so why not? You get to log that
time.

If I'm in a Charokee, I'll do mainly T&G unless traffic or runway
legnth becomes a factor. In a simple airplane, all you need to do is
pretty much retract flaps.

Bruce Riggs wrote:

What do you do to the gear after landing in a Bonanza?
After doing T&G's during my PPL training in an Archer, I never do them
now in a Bonanza, only S&G if runway lenght and traffic allow. In fact,
I don't touch the configuration until STOPPED, either on the runway or
clear of the runway, then raise flaps (identify FLAP handle, not GEAR
handle), reset trim, open cowl flaps, etc.

The Bonanza's got a bad rap with their gear and flap handles. Now that
I've got some time in my Bo I like the gear handle on the left side.
That way rolling down the runway everything that needs adjustment is to
the left of the throw over yoke. Wing flaps, cowl flaps and trim are
all right next to each other, you never get anywhere near the gear.
Stay to the left of the yoke and you are OK.

"Newps" wrote in message news
The Bonanza's got a bad rap with their gear and flap handles. Now that
I've got some time in my Bo I like the gear handle on the left side. That
way rolling down the runway everything that needs adjustment is to the
left of the throw over yoke. Wing flaps, cowl flaps and trim are all
right next to each other, you never get anywhere near the gear. Stay to
the left of the yoke and you are OK.

I'm confused. Which is left of what?

Jon Woellhaf wrote:
"Newps" wrote in message news

The Bonanza's got a bad rap with their gear and flap handles. Now that
I've got some time in my Bo I like the gear handle on the left side. That
way rolling down the runway everything that needs adjustment is to the
left of the throw over yoke. Wing flaps, cowl flaps and trim are all
right next to each other, you never get anywhere near the gear. Stay to
the left of the yoke and you are OK.


I'm confused. Which is left of what?

Wing, flaps, cowl flaps and trim are all left of the yoke.

Bruce Riggs wrote:
What do you do to the gear after landing in a Bonanza?
If I'm in a bonanza, I'll do full stop, as there are a lot of things
you have to do (gear, etc), plus the hobbs only runs when weight is not
on the gear. So taxi time is free, so why not? You get to log that
time.



I have absolutely no doubt that once you retract the gear on a Bonanza after
landing, there's plenty to do! And yes, it'll definitely be a full stop. G





--
Mortimer Schnerd, RN

VE

On 2005-09-12, Bruce Riggs wrote:
What do you do to the gear after landing in a Bonanza?

Not retract it by mistake :-)

--
Dylan Smith, Castletown, Isle of Man
Flying: http://www.dylansmith.net
Frontier Elite Universe: http://www.alioth.net
"Maintain thine airspeed, lest the ground come up and smite thee"

buttman wrote:

If I'm in a bonanza, I'll do full stop, as there are a lot of things
you have to do (gear, etc),

??? Putting the gear back down after skidding to a stop?


plus the hobbs only runs when weight is not
on the gear. So taxi time is free, so why not? You get to log that
time.

If I'm in a Charokee, I'll do mainly T&G unless traffic or runway
legnth becomes a factor. In a simple airplane, all you need to do is
pretty much retract flaps.

In a Bonanza you can take off with full flaps if you want.

On Sun, 11 Sep 2005 20:30:44 -0600, Newps wrote:



buttman wrote:

If I'm in a bonanza, I'll do full stop, as there are a lot of things
you have to do (gear, etc),

??? Putting the gear back down after skidding to a stop?

Not required if you don't mind using full power for the taxi back.
;-)

Klein

Full stop/taxi backs or Stop and gos keep a pilots, and especially student
pilots, attention on what is happening, forcing them to finish the landing,
completing their checklists, and following procedures. Touch and gos can
prematurely lead the pilot into the takeoff phase when the landing phase
hasn't been completed. This gets increasingly important as the pilot
transitions to heavier, faster, and more complex airplanes. Mistakes can
happen when pilots are rushed. Pilots can mistakenly grab the wrong handle
i.e. flap or gear, forget to remove carb heat, ect. Stopping and taxiing
back gives you time to re-configure not only the airplane, but the pilot.
You can think over what the wind is doing, how your last landing was, and
how to improve your next one. And it also forces you to go through the
checklists and get the procedure of following procedures well ingrained in
your head. There will come a day when you'll want to fly something that is
not so docile as a Cherokee or a 172. When that day comes, you'll be
prepared to follow the checklists and may avoid an unrecoverable mistake.

Jim Burns

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!