I taught a go around.
Join Date: Oct 2000
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Agree with Beagle regarding tailwheel T&Gs. I teach new t/w students to stop then re-configure then take off again. You'll never learn to control a taildragger in a strong crosswind if all you do is a high speed T&G! I've also had some of my most interesting moments in a Chipmunk with the front seat pilot raising flap during a T&G, I either do it for them (until experience allows them to do it without frightening me) or teach them to go with Full Flap.
3 Point (or, in this instance wheeler!)
3 Point (or, in this instance wheeler!)
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Quote: 'It really gets me when PPL holders get forced to change their operating methods on every check ride to those of the instructor. If they are safe using a method leave them alone. Even if you think your method is better you are making the person less safe because they will have confusion in there motor responce.'
so nicely put I had to put it again, well done M_J
with regards the flap selection, not all aircraft have lovely positive 'select and forget' flap switches, I'm thinking 150, 206 or even duchess here so they do need monitoring sometimes with more than a quick glance
great thread, what Pprune is all about
T2
so nicely put I had to put it again, well done M_J
with regards the flap selection, not all aircraft have lovely positive 'select and forget' flap switches, I'm thinking 150, 206 or even duchess here so they do need monitoring sometimes with more than a quick glance
great thread, what Pprune is all about
T2
Mad Jock. What on earth is wrong with solo touch and go's? We did lots of dual and solo touch and go's in Tiger Moths which were harder to fly than a Cessna 150. In the Boeing 737 simulator we sent students off on solo touch and go's as a confidence builder. They loved it. Most of the students had only 250 hours just off CPL course.
If you have been conducting dual touch and go landings then presumably at some time during that training your instructor would certify you competent to do so. I mean to say, how many touch and go's do you need to do before you can do them competently?
In touch and go landings in any flapped aircraft you should always retract the flaps on touch down and then select full power as the flaps retract. It is folly to take off with full flap down. In a go-around you apply full power and follow the manufacturer's POH recommendations as to when to retract flap.
In a Cessna 172 you immediately retract the flap to 20 degrees as soon as full throttle is attained. You do not wait for a positive rate of climb before selecting flap to 20. That is because 30 or 40 is drag flap. And you will not sink if you change the nose attitude carefully as the flaps come up. The only time I have seen specific drills for a touch and go technique is on the Boeing 737 and that is laid down in the manufacturers operating manual.
If you have been conducting dual touch and go landings then presumably at some time during that training your instructor would certify you competent to do so. I mean to say, how many touch and go's do you need to do before you can do them competently?
In touch and go landings in any flapped aircraft you should always retract the flaps on touch down and then select full power as the flaps retract. It is folly to take off with full flap down. In a go-around you apply full power and follow the manufacturer's POH recommendations as to when to retract flap.
In a Cessna 172 you immediately retract the flap to 20 degrees as soon as full throttle is attained. You do not wait for a positive rate of climb before selecting flap to 20. That is because 30 or 40 is drag flap. And you will not sink if you change the nose attitude carefully as the flaps come up. The only time I have seen specific drills for a touch and go technique is on the Boeing 737 and that is laid down in the manufacturers operating manual.
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I have got no problem with sending student for T&G's. And have sent many a sortie out. And usually the student got sent solo T&G's for half an hour on there second solo.
In the states the CFI had dictated that there was to be no student solo T&G's when I was a PPL student. But as he was a tight git i presume it was more to do with his maintance being done off a wing tacho. Thus one hour circuits solo would only reg about 30 min airbourn.
Err yes that was what I was arguing for. It was more when you apply full power. When everything is set up or full power then configure the aircraft. I think configuring first is safer than configuring with full power on accelerating.
MJ
In the states the CFI had dictated that there was to be no student solo T&G's when I was a PPL student. But as he was a tight git i presume it was more to do with his maintance being done off a wing tacho. Thus one hour circuits solo would only reg about 30 min airbourn.
In touch and go landings in any flapped aircraft you should always retract the flaps on touch down and then select full power as the flaps retract. It is folly to take off with full flap down. In a go-around you apply full power and follow the manufacturer's POH recommendations as to when to retract flap.
MJ
Centaurus: " In touch and go landings in any flapped aircraft you should always retract the flaps on touch down and then select full power as the flaps retract."
This may be fine with a mile of tarmac but not on a short (but sufficiently long) field. In this case it's more appropriate to select t/off power and then to reset the flap whilst accelerating. This maximises the height at the end of the rwy.
HFD
This may be fine with a mile of tarmac but not on a short (but sufficiently long) field. In this case it's more appropriate to select t/off power and then to reset the flap whilst accelerating. This maximises the height at the end of the rwy.
HFD
I'matightbastard
Join Date: Jul 2001
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I think if the runway is short enough to make you question a touch & go, you should do what they do with float planes and do a very large, fast circle around the airport back to the arrival end of the runway at which point you'll be able to take off quite easily. 
