Does this mean there is not a specific Vr for a touch and go?
- in general the speed will be well above the required Vr (F15) (less than Vref F30) since very little time is normally spent actually on the runway once the thrust levers have been closed and the nosewheel is down, the throttles have been opened again and power is up. Most BTCs will have a figure in their heads, however, as a 'minimum'.
It seems from what has been said above that it is acceptable and safe to rotate the aircraft while the flaps are in transit. But I have read here before that changing the flaps while on the take-off roll (e.g. if you realise they are not set correctly) is absolutely verboten in normal/revenue operations. So, do I understand correctly that a different set of rules apply for touch and go training flights?
- yes. In normal Ops it should be a 'stop' call.
Another thing (!): what happens about braking? Presumably you do not arm the autobrakes on the approach and when you land you simply let the aircraft maintain its speed?
- no autobrake and no auto-spoiler (and no reverse). The a/c will slow a little with throttles closed.
If, however, the training captain decides that a stop is (for whatever reason) required, would you have to brake manually?
- yes, and deploy the spoilers and reverse (if desired).
It is important to remember also that these exercises are carried out at a relatively low weight - max of 7/8 crew. no pax, no c/c, little fuel, so performance should not be an issue (unless you are in a ' 737 based Wedgetail AWAC' and you want to go and visit the floozie at that airfield with a bigger runway/better crew diner/better allowances
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