Night Currency - Why Full Stops?

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

Thanks
Chris

On Aug 11, 6:39*pm, wrote:
Subject says it all. *Why do the landings for night currency have to
be made to a full stop?

Thanks
Chris

Look at the regs for day time currency. . The easy answer is, if you
bounce enough you could otherwise get 2 touch and go a littles, then
a full stop, on a 5000 foot runway.

Why would you want to skimp on proving to yourself you were still
sharp enough? If you did three and weren't happy with them, even if to
a full stop, would you stop because you could put a check mark next to
current, or would you go back for some more to prove to yourself, not
anyone else, you were good enough? I'd not want to fly with someone
else as a PIC if he or she told me she had been inactive, then did 3
touch and goes. Would you?

because the FAA says so...

Randy L.
--
Remember: Any landing that you can walk away from,
is a landing that you can be fined, sued, or prosecuted for.

"a" wrote in message
...
On Aug 11, 6:39 pm, wrote:
Subject says it all. Why do the landings for night currency have to
be made to a full stop?

Thanks
Chris

Look at the regs for day time currency. . The easy answer is, if you
bounce enough you could otherwise get 2 touch and go a littles, then
a full stop, on a 5000 foot runway.

Why would you want to skimp on proving to yourself you were still
sharp enough? If you did three and weren't happy with them, even if to
a full stop, would you stop because you could put a check mark next to
current, or would you go back for some more to prove to yourself, not
anyone else, you were good enough? I'd not want to fly with someone
else as a PIC if he or she told me she had been inactive, then did 3
touch and goes. Would you?

a wrote:
On Aug 11, 6:39 pm, wrote:
Subject says it all. Why do the landings for night currency have to
be made to a full stop?

Thanks
Chris

Look at the regs for day time currency. . The easy answer is, if you
bounce enough you could otherwise get 2 touch and go a littles, then
a full stop, on a 5000 foot runway.

So if it's good enough for day...


Why would you want to skimp on proving to yourself you were still
sharp enough? If you did three and weren't happy with them, even if to
a full stop, would you stop because you could put a check mark next to
current, or would you go back for some more to prove to yourself, not
anyone else, you were good enough? I'd not want to fly with someone
else as a PIC if he or she told me she had been inactive, then did 3
touch and goes. Would you?

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

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.

In article ,
am wrote:

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

Thanks
Chris

Safety.

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


Because the takeoffs should be from a dead start.

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

Thanks
Chris

I read the replies and I hope this is a better answer. One poster said
it correctly, the FARs say you have to.

But, night flying is so different than day. The perspectives of the
runway environment are different and whether you have a dark night or a
full moon night. Safety would be an answer, but I think it is more the
difference. Night flying on a moonless night is akin to IFR, almost,
especially in a sparsely populated area.

Just another bit of information. Before I had to sell my plane, our
local airport wanted to get night approach lights. I took the airport
sponsor and another pilot and went to a couple of airports that had VASI
lights. I made much better landings at night following the VASI than I
did at my home airport without them. I really found it amazing. I guess
I tended to be high on approach at night.

--

Regards, Ross
C-172F 180HP
Sold
KSWI

On Aug 12, 1:17*pm, Ross wrote:
wrote:
Subject says it all. *Why do the landings for night currency have to
be made to a full stop?

Thanks
Chris

I read the replies and I hope this is a better answer. One poster said
it correctly, the FARs say you have to.

But, night flying is so different than day. The perspectives of the
runway environment are different and whether you have a dark night or a
full moon night. Safety would be an answer, but I think it is more the
difference. Night flying on a moonless night is akin to IFR, almost,
especially in a sparsely populated area.

Just another bit of information. Before I had to sell my plane, our
local airport wanted to get night approach lights. I took the airport
sponsor and another pilot and went to a couple of airports that had VASI
lights. I made much better landings at night following the VASI than I
did at my home airport without them. I really found it amazing. I guess
ThenI tended to be high on approach at night.

--

Regards, Ross
C-172F 180HP
Sold
KSWI

If you want to really test your night time skills, find an isolated
uncontrolled airport with minimal lighting -- be sure it has a 4000
foot or more runway. Then, do your landings planning touchdown a
thousand feet from the approach end. The only way I can do it
consistantly is to put the Mooney in landing configuration, set the
manifold pressure to where I want it, and fly the approach airspeed. I
make throttle adjustments until my target flare point stays fixed in
my sight picture when I'm 500 feet above the ground. I would much
rather fly an ILS to minimums with a crosswind component near max
allowable than fly into small airports with basic lighting at night.
At least on an ILS when I look up and see the airport invironment I
know where things are supposed to be. Landing between the RR lights,
or just setting up right, means among other things factoring in the
width of the runway when imagining the sight picture to look for. I
prove all too often that that 'Right Stuff" is really hard to find in
my flight bag.

a wrote:
On Aug 12, 1:17 pm, Ross wrote:
wrote:
Subject says it all. Why do the landings for night currency have to
be made to a full stop?
Thanks
Chris
I read the replies and I hope this is a better answer. One poster said
it correctly, the FARs say you have to.

But, night flying is so different than day. The perspectives of the
runway environment are different and whether you have a dark night or a
full moon night. Safety would be an answer, but I think it is more the
difference. Night flying on a moonless night is akin to IFR, almost,
especially in a sparsely populated area.

Just another bit of information. Before I had to sell my plane, our
local airport wanted to get night approach lights. I took the airport
sponsor and another pilot and went to a couple of airports that had VASI
lights. I made much better landings at night following the VASI than I
did at my home airport without them. I really found it amazing. I guess
ThenI tended to be high on approach at night.

--

Regards, Ross
C-172F 180HP
Sold
KSWI

If you want to really test your night time skills, find an isolated
uncontrolled airport with minimal lighting -- be sure it has a 4000
foot or more runway. Then, do your landings planning touchdown a
thousand feet from the approach end. The only way I can do it
consistently is to put the Mooney in landing configuration, set the
manifold pressure to where I want it, and fly the approach airspeed. I
make throttle adjustments until my target flare point stays fixed in
my sight picture when I'm 500 feet above the ground. I would much
rather fly an ILS to minimums with a crosswind component near max
allowable than fly into small airports with basic lighting at night.
At least on an ILS when I look up and see the airport environment I
know where things are supposed to be. Landing between the RR lights,
or just setting up right, means among other things factoring in the
width of the runway when imagining the sight picture to look for. I
prove all too often that that 'Right Stuff" is really hard to find in
my flight bag.

....then there are the country fields with pilot-activated lighting....

Brian W