Night Currency - Why Full Stops?

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".

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?

On Aug 17, 10:11*am, Mike Granby wrote:
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?

In general for my complex single, and probably for most others, the
only differences between landing configuration and take off is flap
setting, trim, and throttle position. A full stop on the other hand
means for me getting on ground freq, sucking up the flaps, getting
back to the approach end, doing a pre takeoff checklist, etc etc. If
you haven't flown three landings in the past 90 days which would more
likely demonstrate to you the pilot (not some paper pusher) that you
really have knocked off enough rust to be trusted to carry someone?

Remember the goal isn't to simply put a check list next to 'current'
but to assure yourself you know what you're doing.

"a" wrote in message
...
On Aug 17, 10:11 am, Mike Granby wrote:
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?\


In general for my complex single, and probably for most others, the
only differences between landing configuration and take off is flap
setting, trim, and throttle position. A full stop on the other hand
means for me getting on ground freq, sucking up the flaps, getting
back to the approach end, doing a pre takeoff checklist, etc etc. If
you haven't flown three landings in the past 90 days which would more
likely demonstrate to you the pilot (not some paper pusher) that you
really have knocked off enough rust to be trusted to carry someone?

Remember the goal isn't to simply put a check list next to 'current'
but to assure yourself you know what you're doing.


As onlty a former student pilot, I really try not to participate in this
type of thread; but instead to leave it to the active pilots--including
instructors.

But in this case, the intent is just too obvious: You should have flown at
least three sorties within the prior 90 day period, or you are clearly not
current and must take some remedial action.

As to the full stop: I was not a tailwheel pilot and really don't know, but
it probably has a lot to do with an easily written way to require that you
control the aircraft with the tailwheel on the ground. and do so well enough
to safely stop the aircraft. As I said, I was never a tailwheel pilot, and
was never fortunate enough to have any tailwheel time; but I did know a
couple of Stearman owners.

Peter

P.S.: IFAIK, the rulle book doesdn't say anything about grass vs pavement;
but such an argument could be made...

On Tue, 11 Aug 2009 18:39:13 -0400, am
wrote:

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

Thanks
Chris

Because you should be attentive to the landing until your wheels stop
rolling. Even when you fly your FX.

On Thu, 13 Aug 2009 23:31:27 -0400, Jessica wrote:

That's nice but doesn't address the original question, which was about
the regulations, not what you feel is good enough.

Pease don't feed this troll.

After reviewing the posts, the closest answer to me is safety. I fly
out of a 8000 foot strip, so there is always plenty of room, but I
could see someone on a short field risking a stop and go rather than
taxi back if the landing was long.

I also emailed AOPA and they did not have an answer.

thanks to all that took this seriously.

Chris - still searching
Mooney N9373M 66 M20E


On Tue, 11 Aug 2009 18:39:13 -0400, am
wrote:

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

Thanks
Chris

Franklin "Franklin wrote:

On Tue, 11 Aug 2009 18:39:13 -0400, am
wrote:

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

Thanks
Chris

Because you should be attentive to the landing until your wheels stop
rolling. Even when you fly your FX.

You're in the wrong group again.

Try 'rec.models.rc.air'.

I'm not in the wrong group, and I have still not gotten a satifactory
answer.

Chris
Mooney N9373M

On Wed, 26 Aug 2009 16:26:04 +0100, Franklin
wrote:

Franklin "Franklin wrote:

On Tue, 11 Aug 2009 18:39:13 -0400, am
wrote:

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

Thanks
Chris

Because you should be attentive to the landing until your wheels stop
rolling. Even when you fly your FX.

You're in the wrong group again.

Try 'rec.models.rc.air'.