Nearly every pilot has experienced a touch-and-go flight. But did you know that the Federal Aviation Administration (FAA) doesn’t provide detailed guidance on how to execute one? Here’s what you need to know.
**Flying Touch-And-Go Landings**
Despite their common occurrence, you won’t find explicit instructions on touch-and-goes in the FAA’s Airplane Flying Handbook. A touch-and-go is simply defined in the AIM and Pilot/Controller Glossary as an operation where an aircraft lands and then takes off again from the same runway without stopping or exiting it.
The reason for this lack of specific guidance is a mystery. What is certain, however, is that during your training, you’ll engage in countless touch-and-go landings. So, it’s beneficial to learn the maneuver and do it safely.
**Flying Your Approach**
The procedure you use for a “normal landing” is the same one you’ll follow for touch-and-go landings. You can even perform one after a power-off 180 approach. But keep in mind that takeoff and landing performance isn’t calculated for touch-and-go operations.
This means you should avoid attempting touch-and-go landings on short runways, contaminated runways, runways with tailwinds, extremely soft fields, or runways with obstacles at the end. The decision-making is up to you, and it’s your responsibility to determine if the touch-and-go can be carried out safely.
**Touchdown and Reconfiguration**
While the touchdown itself will be similar to any other landing, the key to a safe touch-and-go lies in reconfiguring your airplane for takeoff as you roll down the runway.
It may seem like a minor detail, but even the slightest distraction can lead to a loss of directional control on the ground. That’s why most flight instructors wait to teach students touch-and-go landings until the student is comfortable handling multiple tasks during landing.
**Managing the Touchdown**
Like any normal landing, as you reduce engine power to idle, the airplane will naturally begin to decelerate. You likely won’t need to use much, if any, braking during a touch-and-go. As the plane slows down, your control surfaces become less effective, and you’ll need to maintain directional control with your feet and hands while reconfiguring for takeoff.
Once safely on the runway, here’s what you need to do to reconfigure (always follow your airplane’s Pilot’s Operating Handbook):
– **Flaps**: Raise the flaps to the takeoff position.
– **Re-Trim**: Trim the airplane for takeoff.
– **Carburetor Heat**: If your airplane requires carburetor heat to be on during landing, make sure to turn it off before takeoff for maximum engine power.
Contrary to most flight operations, this quick reconfiguration is something you’ll do without referring to a checklist. Configure the aircraft, then continue to focus your attention outside the plane and down the runway.
**Takeoff Roll and Liftoff**
Once reconfigured, you’ll perform a normal takeoff. The only major difference is that you’ll start the roll at a higher speed, so it will take less time to reach takeoff speed. As you increase engine power to continue the takeoff, have a taxiway or a point on the runway as a rejected-takeoff point. If you’re not airborne by that point, reject the takeoff.
**The “Don’ts” of Touch-And-Go Landings**
While touch-and-goes can be a great way to maximize your practice of normal landings and takeoffs, there are a few things you should avoid:
– **Don’t Use Unsuitable Runways**: We covered this earlier. Avoid runways that are short, soft, contaminated, or have tailwinds. If you’re at a towered airport, you’ll need a touch-and-go or “option” clearance.
– **Don’t Switch Your Fuel Selector**: Never switch your fuel selector on the ground during touch-and-go operations. Save it for a safe spot on the downwind if you need to switch tanks.
– **Beware of High-Density Altitude Airports**: If you do practice touch-and-gos at a high density altitude airport, make sure you have a long runway and a strict “reject” point.
– **Avoid Soft/Short Field Practice**: If you perform a touch-and-go during soft/short field practice, you’re only accomplishing half of the maneuver. How you manage the controls and braking during a stop is one of the most important aspects. Try flying a stop-and-go landing or a full-stop taxi back instead.
As always, communicate your intentions to the tower or to other airplanes at non-towered airports. Airplanes in the pattern and around the runway need to know if you’re planning to take off again.
**What Do You Think?**
When do you think it’s appropriate for students to start practicing this maneuver? What other advice do you have? Tell us in the comments below.
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