Night Currency - Why Full Stops?

am wrote:
Subject says it all. Why do the landings for night currency have to
be made to a full stop?

IIRC, the reasoning is due to the lack of overall perspective of the
airport environment at night compared to day. Everything that is not
lit disappears, so it is beneficial to have additional experience in
that environment. Perhaps the FAA expected pilots to practice taxing
after each landing, although they did not require this.

I've heard of students who received their primary training at night, and
while they made great night landings had a lot of trouble at first
during the day, so your mileage may vary.

The simplest way to get your landings to a full stop is merely due stop
and goes on a runway with suitable length (with tower's permission as
applicable).

Taildraggers need landings to a full stop during the day to maintain
currency.

On Aug 13, 9:35*pm, Jessica wrote:
wrote:
Subject says it all. *Why do the landings for night currency have to
be made to a full stop?

IIRC, the reasoning is due to the lack of overall perspective of the
airport environment at night compared to day. *Everything that is not
lit disappears, so it is beneficial to have additional experience in
that environment. *Perhaps the FAA expected pilots to practice taxing
after each landing, although they did not require this.

I've heard of students who received their primary training at night, and
while they made great night landings had a lot of trouble at first
during the day, so your mileage may vary.

The simplest way to get your landings to a full stop is merely due stop
and goes on a runway with suitable length (with tower's permission as
applicable).

Taildraggers need landings to a full stop during the day to maintain
currency.

If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. Anyway, it's what I always do. Saving a couple of
minutes just isn't worth it.

K l e i n

If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. Anyway, it's what I always do. Saving a couple of
minutes just isn't worth it.


In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

--
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

On Aug 16, 9:17*am, "Capt. Geoffrey Thorpe" The Sea Hawk @See My
Sig.com wrote:
If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. *If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. *Anyway, it's what I always do. *Saving a couple of
minutes *just isn't worth it.

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

-
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

I may be wrong about this, but I think daytime recent experience
requires full stop landings too.

A brief google search didn't answer another question -- that is, what
does the FAA consider a 'take off'. If it just meant getting the
wheels off the ground, I could do a take off from a dead stop off and
a landing to a full stop without having to fly a circuit. I'd have to
taxi a circuit though for the next cycle.

That's a technical/legal question of course, the idea of doing 3 t-o
and landings is to demonstrate you still know how to do tham. That
should be the minimum requirement any of us have. If we have not flown
in 90 days, boys and girls, there's rust on them there reflexes. Go do
some airwork, maybe with a safety pilot. Find a crosswind and land
into it. Do slow flight for a while, hang that damned thing on its
prop. Do a steep 360 and stay within 50 feet of altitude. Do enough of
that then ask yourself if you were riding in someone else's airplane
and knew that was the extent of his recent experience, would you let
him fly you somewhere?

In article
,
a wrote:

On Aug 16, 9:17Â*am, "Capt. Geoffrey Thorpe" The Sea Hawk @See My
Sig.com wrote:
If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. Â*If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. Â*Anyway, it's what I always do. Â*Saving a couple of
minutes Â*just isn't worth it.

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

-
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

I may be wrong about this, but I think daytime recent experience
requires full stop landings too.

Only in an tail-wheel aircraft, not one with tricycle gear.

rg

On Aug 16, 10:09*pm, Ron Garret wrote:
In article
,





*a wrote:
On Aug 16, 9:17*am, "Capt. Geoffrey Thorpe" The Sea Hawk @See My
Sig.com wrote:
If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. *If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. *Anyway, it's what I always do. *Saving a couple of
minutes *just isn't worth it.

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

-
Geoff
The Sea Hawk at Wow Way d0t Com
remove spaces and make the obvious substitutions to reply by mail
When immigration is outlawed, only outlaws will immigrate.

I may be wrong about this, but I think daytime recent experience
requires full stop landings too.

Only in an tail-wheel aircraft, not one with tricycle gear.

rg- Hide quoted text -

- Show quoted text -

Yeah, I see that you're right. I stand (will, sit) corrected. It's
been a long time since I've not flown enough in 90 days to make 3
landings. My usual concern is staying current for IFR without
scheduling flights just for that purpose. Too often the 'real' flights
are not in IMC, and it's been some time since I was anywhere near
minimums without having the field in sight. Takes all of the fun out
of "Cleared ILS to RR whatever, report outer marker inbound".

Capt. Geoffrey Thorpe The Sea Hawk @see my sig.com wrote:
If you are flying a more complex aircraft, you really want to get off
the runway, stop and grab the checklist to make sure you are properly
configured for the takeoff. If you forget something, say, leave the
flaps down, or the trim where it was, etc, you could find yourself in
a lot more trouble on a stop and go or touch and go than if the sun
was shining. Anyway, it's what I always do. Saving a couple of
minutes just isn't worth it.


In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

They are not.

Read 61.57 a.1.ii


--
Jim Pennino

Remove .spam.sux to reply.

wrote

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

They are not.

Read 61.57 a.1.ii

Perhaps you did not accurately read the post to which you responded?

Bob Moore

Robert Moore wrote:
wrote

In my mind, the real question is why a 'bounce and go' is allowed for
daytime currency in a nosedragger...

They are not.

Read 61.57 a.1.ii

Perhaps you did not accurately read the post to which you responded?

Bob Moore

Yep, all I saw was "dragger"...


--
Jim Pennino

Remove .spam.sux to reply.

On Aug 15, 10:46*pm, K l e i n wrote:

If you are flying a more complex aircraft, you really want to
get off the runway, stop and grab the checklist to make sure
you are properly configured for the takeoff.

You ought to be able to convert from the landing configuration to the
take-off configuration from memory without a checklist. Otherwise, how
would you be capable of performing a go-around?