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#1
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Touch and Goes versus Full Stop Taxi Backs
A CFI I had lunch with last week suggested I should always do full stop taxi
backs instead of touch and goes when practicing landings. I've frequently done touch and goes for about an hour when I wanted to do some quick flying, but I tried his suggestion. I also ran into an old AOPA Flight Training magazine that had an article suggesting full stop taxi backs instead of touch and goes. I generally keep the pattern in tight and can do ten touch and goes in about .8 or .9 Hobbs depending on the amount of other traffic. I prefer towered airports for this practice, because there is another set of eyes looking for aircraft. Should I force myself to always do full stop taxi backs, even thought other pilots and tower personnel seem to prefer that I do touch and goes? Kevin Dunlevy |
#2
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I always have my students do full stop. Things can happen very, very
fast and any problem with the aircraft or enviroment (winds, etc) are just a bit harder to manage during a touch and go. I teach at one airport with a 4K foot runway and I require my students to taxi back. I teach at another with a 12,000 foot runway and I allow them to stop and go on the runway. BTW: I could pretty much guarantee you that the tower couldn't care less. -Robert, CFI |
#4
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On 2005-09-12, Kevin Dunlevy wrote:
Should I force myself to always do full stop taxi backs, even thought other pilots and tower personnel seem to prefer that I do touch and goes? Kevin Dunlevy Depends on how bad you need taxi practice More seriously, if you feel rushed by the touch & go's then the taxi back can give you time to settle down. In the Pitts I do touch & go's but I make sure to slow down enough to brush up on slow speed control before powering back up. |
#5
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In a training context, I would rather taxi back myself while discussing the
just-completed landing with the student. After certification, I have nothing against T&Gs except for the concerns about trying to do too many things at once. That is a personal decision that has to be made by each individual based on his or her assessment of proficiency. Number of landings per hour is a meaningless figure. Bob Gardner "Kevin Dunlevy" wrote in message ... A CFI I had lunch with last week suggested I should always do full stop taxi backs instead of touch and goes when practicing landings. I've frequently done touch and goes for about an hour when I wanted to do some quick flying, but I tried his suggestion. I also ran into an old AOPA Flight Training magazine that had an article suggesting full stop taxi backs instead of touch and goes. I generally keep the pattern in tight and can do ten touch and goes in about .8 or .9 Hobbs depending on the amount of other traffic. I prefer towered airports for this practice, because there is another set of eyes looking for aircraft. Should I force myself to always do full stop taxi backs, even thought other pilots and tower personnel seem to prefer that I do touch and goes? Kevin Dunlevy |
#6
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Kevin Dunlevy wrote:
A CFI I had lunch with last week suggested I should always do full stop taxi backs instead of touch and goes when practicing landings. I've frequently done touch and goes for about an hour when I wanted to do some quick flying, but I tried his suggestion. I also ran into an old AOPA Flight Training magazine that had an article suggesting full stop taxi backs instead of touch and goes. I generally keep the pattern in tight and can do ten touch and goes in about .8 or .9 Hobbs depending on the amount of other traffic. I prefer towered airports for this practice, because there is another set of eyes looking for aircraft. Should I force myself to always do full stop taxi backs, even thought other pilots and tower personnel seem to prefer that I do touch and goes? Kevin Dunlevy No. I'm curious though, what is the rationale given for avoiding T&Gs? Matt |
#7
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Depends upon how long the runway is.
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#8
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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. |
#9
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The subject of touch and gos in the student scenario has been a long time
pro and con issue in the industry and the answers will vary . A lot will depend on where you fly and the runway and traffic conditions at that location as to weather or not touch and gos are either useful of recommended. Personally, from a flight instructor's point of view, I initially prefer full stop landings with primary students, then possibly touch and gos later along the learning curve as conditions dictate or permit. Toward this aim, I always took students into the pattern initially by flying to and using outlying fields that were conducive to this type of instruction if flying out of heavily controlled environments. I firmly believe that the time spent with the student BETWEEN patterns is invaluable for teaching purposes. It gives the student time to relax and absorb a critique on what has just been done; what changes are recommended by the instructor; and also allows time for the student to think about those recommended changes before the next take off. This of course describes the dual situation. Solo patterns by students should be adjusted to suit conditions and the desired goal of the training mission as set forth by the instructor. Remember.......it's the quality of the work, not necessarily the quantity of the work that matters! :-) I have no objection to a well supervised and well checked out student doing touch and gos on runways where traffic conditions and runway length suggest a better use of time for the student. In fact, part of a student's training involves balked landings and go arounds. Touch and gos are the perfect opportunity to practice these essential pilot skills. Keep in mind, I said "well checked out". This would include a thorough coverage by the instructor on the skills mentioned above BEFORE entering this environment. Dudley Henriques "Kevin Dunlevy" wrote in message ... A CFI I had lunch with last week suggested I should always do full stop taxi backs instead of touch and goes when practicing landings. I've frequently done touch and goes for about an hour when I wanted to do some quick flying, but I tried his suggestion. I also ran into an old AOPA Flight Training magazine that had an article suggesting full stop taxi backs instead of touch and goes. I generally keep the pattern in tight and can do ten touch and goes in about .8 or .9 Hobbs depending on the amount of other traffic. I prefer towered airports for this practice, because there is another set of eyes looking for aircraft. Should I force myself to always do full stop taxi backs, even thought other pilots and tower personnel seem to prefer that I do touch and goes? Kevin Dunlevy |
#10
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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! |
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