Night Currency - Why Full Stops?

"Ross" wrote in message
...
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.

I think he already knew that, but wanted the logic behind it, so the below
certainly helps.


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.

I find night landing not so much a problem as takeoffs, since we're pretty much
in open, dark country and once airborne the depth perception diminishes rather
quickly. It's not so bad when in and out quickly.

Matt

what are "night approach lights"?
do not recall hearing that term before
BT

"Ross" wrote in message
...
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

BT wrote:
what are "night approach lights"?
do not recall hearing that term before
BT

"Ross" wrote in message
...
snip

--

Regards, Ross
C-172F 180HP
Sold
KSWI



It was my lame term for VASI, etc type of approach landing light systems.
--

Regards, Ross
C-172F 180HP
Sold
KSWI

ohh... ok.. they work in the day light too..

I do land on runways at night with out "night approach lights"

BT

"Ross" wrote in message
...
BT wrote:
what are "night approach lights"?
do not recall hearing that term before
BT

"Ross" wrote in message
...
snip

--

Regards, Ross
C-172F 180HP
Sold
KSWI



It was my lame term for VASI, etc type of approach landing light systems.
--

Regards, Ross
C-172F 180HP
Sold
KSWI

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

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

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