Mastering Touch-and-Go Landings: A Comprehensive Guide for Student Pilots

Touch-and-go landings are a common maneuver in flight training, allowing student pilots to practice takeoffs and landings efficiently. However, it's crucial to understand the regulations, procedures, and safety considerations associated with this maneuver. This article provides a detailed guide to touch-and-go landings, covering various aspects from air traffic control (ATC) communication to runway conditions and student pilot endorsements.

Understanding Airport Operations and Traffic Patterns

Operating in the vicinity of an airport requires pilots to be particularly alert, especially with increased traffic congestion, aircraft in climb and descent attitudes, and pilot preoccupation with cockpit duties, which can increase the hazardous accident potential near the airport. This situation is further compounded when the weather is marginal, that is, just meeting VFR requirements.

Two-Way Radio Communication

When operating at an airport where traffic control is being exercised by a control tower, pilots are required to maintain two-way radio contact with the tower while operating within the Class B, Class C, and Class D surface area unless the tower authorizes otherwise. Initial callup should be made about 15 miles from the airport. Unless there is a good reason to leave the tower frequency before exiting the Class B, Class C, and Class D surface areas, it is a good operating practice to remain on the tower frequency for the purpose of receiving traffic information. In the interest of reducing tower frequency congestion, pilots are reminded that it is not necessary to request permission to leave the tower frequency once outside of Class B, Class C, and Class D surface areas.

Not all airports with an operating control tower will have Class D airspace. These airports do not have weather reporting which is a requirement for surface based controlled airspace, previously known as a control zone. The controlled airspace over these airports will normally begin at 700 feet or 1,200 feet above ground level and can be determined from the visual aeronautical charts.

ATC Instructions and Traffic Patterns

When necessary, the tower controller will issue clearances or other information for aircraft to generally follow the desired flight path (traffic patterns) when flying in Class B, Class C, and Class D surface areas and the proper taxi routes when operating on the ground. If not otherwise authorized or directed by the tower, pilots of fixed-wing aircraft approaching to land must circle the airport to the left. Pilots approaching to land in a helicopter must avoid the flow of fixed-wing traffic.

Standard Traffic Pattern Legs

Departure: The flight path that begins after takeoff and continues straight ahead along the extended runway centerline.
Upwind Leg: A flight path that begins after departure and continues straight ahead along the extended runway centerline.

Radar Assistance

Many towers are equipped with a tower radar display. The radar uses are intended to enhance the effectiveness and efficiency of the local control, or tower, position. They are not intended to provide radar services or benefits to pilots except as they may accrue through a more efficient tower operation. Radar can be used:

To determine an aircraft's exact location. This is accomplished by radar identifying the VFR aircraft through any of the techniques available to a radar position, such as having the aircraft squawk ident. Once identified, the aircraft's position and spatial relationship to other aircraft can be quickly determined, and standard instructions regarding VFR operation in Class B, Class C, and Class D surface areas will be issued.
To provide radar traffic advisories. Radar traffic advisories may be provided to the extent that the local controller is able to monitor the radar display.
To provide a direction or suggested heading. A few of the radar equipped towers are authorized to use the radar to ensure separation between aircraft in specific situations, while still others may function as limited radar approach controls. The various radar uses are strictly a function of FAA operational need. The facilities may be indistinguishable to pilots since they are all referred to as tower and no publication lists the degree of radar use.

Traffic Pattern Altitudes and Procedures

It is recommended that aircraft enter the airport traffic pattern at one of the following altitudes listed below. These altitudes should be maintained unless another traffic pattern altitude is published in the Chart Supplement or unless otherwise required by the applicable distance from cloud criteria (14 CFR section 91.155). Helicopters operating in the traffic pattern may fly a pattern similar to the fixed-wing aircraft pattern, but at a lower altitude (500 AGL) and closer to the runway. This pattern may be on the opposite side of the runway from fixed-wing traffic when airspeed requires or for practice power-off landings (autorotation) and if local policy permits. A pilot may vary the size of the traffic pattern depending on the aircraft's performance characteristics.

Wind and Landing Direction Indicators

Wind conditions affect all airplanes in varying degrees.

Wind Direction Indicator: A wind cone, wind sock, or wind tee installed near the operational runway to indicate wind direction. The large end of the wind cone/wind sock points into the wind as does the large end (cross bar) of the wind tee. In lieu of a tetrahedron and where a wind sock or wind cone is collocated with a wind tee, the wind tee may be manually aligned with the runway in use to indicate landing direction. These signaling devices may be located in the center of the segmented circle and may be lighted for night use.
Landing Direction Indicator: A tetrahedron is installed when conditions at the airport warrant its use. It may be used to indicate the direction of landings and takeoffs. A tetrahedron may be located at the center of a segmented circle and may be lighted for night operations. The small end of the tetrahedron points in the direction of landing. Pilots are cautioned against using a tetrahedron for any purpose other than as an indicator of landing direction. Further, pilots should use extreme caution when making runway selection by use of a tetrahedron in very light or calm wind conditions as the tetrahedron may not be aligned with the designated calm-wind runway. At airports with control towers, the tetrahedron should only be referenced when the control tower is not in operation.
Traffic Pattern Indicators: Arranged in pairs in conjunction with landing strip indicators and used to indicate the direction of turns when there is a variation from the normal left traffic pattern. Preparatory to landing at an airport without a control tower, or when the control tower is not in operation, pilots should concern themselves with the indicator for the approach end of the runway to be used. When approaching for landing, all turns must be made to the left unless a traffic pattern indicator indicates that turns should be made to the right. If the pilot will mentally enlarge the indicator for the runway to be used, the base and final approach legs of the traffic pattern to be flown immediately become apparent.

Right-of-Way Rules

When two or more aircraft are approaching an airport for the purpose of landing, the pilot of the aircraft at the lower altitude has the right-of-way over the pilot of the aircraft at the higher altitude.

Cooperation with ATC

There have been several incidents in the vicinity of controlled airports that were caused primarily by aircraft executing unexpected maneuvers. ATC service is based upon observed or known traffic and airport conditions. Controllers establish the sequence of arriving and departing aircraft by requiring them to adjust flight as necessary to achieve proper spacing. These adjustments can only be based on observed traffic, accurate pilot reports, and anticipated aircraft maneuvers. Pilots are expected to cooperate so as to preclude disrupting traffic flows or creating conflicting patterns. The pilot-in-command of an aircraft is directly responsible for and is the final authority as to the operation of the aircraft. On occasion it may be necessary for pilots to maneuver their aircraft to maintain spacing with the traffic they have been sequenced to follow. The controller can anticipate minor maneuvering such as shallow âSâ turns. The controller cannot, however, anticipate a major maneuver such as a 360 degree turn. If a pilot makes a 360 degree turn after obtaining a landing sequence, the result is usually a gap in the landing interval and, more importantly, it causes a chain reaction which may result in a conflict with following traffic and an interruption of the sequence established by the tower or approach controller. Should a pilot decide to make maneuvering turns to maintain spacing behind a preceding aircraft, the pilot should always advise the controller if at all possible.

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Runway Identification

Runways are identified by numbers that indicate the nearest 10-degree increment of the azimuth of the runway centerline. For example, where the magnetic azimuth is 183 degrees, the runway designation would be 18; for a magnetic azimuth of 87 degrees, the runway designation would be 9. For a magnetic azimuth ending in the number 5, such as 185, the runway designation could be either 18 or 19.

Noise Abatement

Airport proprietors are responsible for taking the lead in local aviation noise control. Accordingly, they may propose specific noise abatement plans to the FAA. If a pilot prefers to use a runway different from that specified, the pilot is expected to advise ATC. ATC may honor such requests as soon as is operationally practicable. ATC will advise pilots when the requested runway is noise sensitive.

Declared Distances

Declared distances for a runway represent the maximum distances available and suitable for meeting takeoff and landing distance performance requirements. These distances are determined in accordance with FAA runway design standards by adding to the physical length of paved runway any clearway or stopway and subtracting from that sum any lengths necessary to obtain the standard runway safety areas, runway object free areas, or runway protection zones. All 14 CFR part 139 airports report declared distances for each runway. Other airports may also report declared distances for a runway if necessary to meet runway design standards or to indicate the presence of a clearway or stopway. Where reported, declared distances for each runway end are published in the Chart Supplement.

Key Declared Distances

TORA (Takeoff Run Available): The TORA is typically the physical length of the runway, but it may be shorter than the runway length if necessary to satisfy runway design standards.
ASDA (Accelerate-Stop Distance Available): The ASDA may be longer than the physical length of the runway when a stopway has been designated available by the airport operator, or it may be shorter than the physical length of the runway if necessary to use a portion of the runway to satisfy runway design standards; for example, where the airport operator uses a portion of the runway to achieve the runway safety area requirement.

Importance of Declared Distances

The airplane operating rules and/or the airplane operating limitations establish minimum distance requirements for takeoff and landing and are based on performance data supplied in the Airplane Flight Manual or Pilot's Operating Handbook. Runway design standards may impose restrictions on the amount of runway available for use in takeoff and landing that are not apparent from the reported physical length of the runway or from runway markings and lighting. The runway elements of Runway Safety Area (RSA), Runway Object Free Area (ROFA), and Runway Protection Zone (RPZ) may reduce a runway's declared distances to less than the physical length of the runway at geographically constrained airports.

While some runway elements associated with declared distances may be identifiable through runway markings or lighting (for example, a displaced threshold or a stopway), the individual declared distance limits are not marked or otherwise identified on the runway. An aircraft is not prohibited from operating beyond a declared distance limit during the takeoff, landing, or taxi operation provided the runway surface is appropriately marked as usable runway.

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Weather Information and Safety Systems

Low Level Wind Shear Alert System (LLWAS)

LLWAS provides wind shear alert and gust front information but does not provide microburst alerts. The LLWAS is designed to detect low level wind shear conditions around the periphery of an airport. It does not detect wind shear beyond that limitation. LLWAS ânetwork expansion,â (LLWAS NE) and LLWAS Relocation/Sustainment (LLWAS-RS) are systems integrated with TDWR. These systems provide the capability of detecting microburst alerts and wind shear alerts. Controllers will issue the appropriate wind shear alerts or microburst alerts. More advanced systems are in the field or being developed such as ITWS. ITWS provides alerts for microbursts, wind shear, and significant thunderstorm activity. The WSP provides weather processor enhancements to selected Airport Surveillance Radar (ASR)-9 facilities. The WSP provides Air Traffic with detection and alerting of hazardous weather such as wind shear, microbursts, and significant thunderstorm activity. The WSP displays terminal area 6 level weather, storm cell locations and movement, as well as the location and predicted future position and intensity of wind shifts that may affect airport operations. Controllers will receive and issue alerts based on Areas Noted for Attention (ARENA).

Braking Action Reports

When available, ATC furnishes pilots the quality of braking action received from pilots. FICON NOTAMs will provide contaminant measurements for paved runways; however, a FICON NOTAM for braking action will only be used for non-paved runway surfaces, taxiways, and aprons. A âNILâ braking condition at these airports must be mitigated by closure of the affected surface. During the time that braking action advisories are in effect, ATC will issue the most recent braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not issued by controllers. Aircraft braking coefficient is dependent upon the surface friction between the tires on the aircraft wheels and the pavement surface. Runway condition code (RwyCC) values range from 1 (poor) to 6 (dry). Numerical readings may be obtained by using the Runway Condition Assessment Matrix (RCAM). Pilots should use runway condition code information with other knowledge including aircraft performance characteristics, type, and weight, previous experience, wind conditions, and aircraft tire type (such as bias ply vs.

Intersection Takeoffs

In order to enhance airport capacities, reduce taxiing distances, minimize departure delays, and provide for more efficient movement of air traffic, controllers may initiate intersection takeoffs as well as approve them when the pilot requests. Pilots are expected to assess the suitability of an intersection for use at takeoff during their preflight planning. They must consider the resultant length reduction to the published runway length and to the published declared distances from the intersection intended to be used for takeoff. Controllers will issue the measured distance from the intersection to the runway end rounded âdownâ to the nearest 50 feet to any pilot who requests and to all military aircraft, unless use of the intersection is covered in appropriate directives.

Student Pilot Regulations and Endorsements

Student pilots must adhere to specific regulations and obtain endorsements from authorized instructors to perform solo flights, including those involving touch-and-go landings.

Solo Flight Requirements

A student pilot may not act as pilot in command of an aircraft:

Conducting a solo cross-country flight, or any flight greater than 25 nautical miles from the airport from where the flight originated.
Making a solo flight and landing at any location other than the airport of origination.
Complying with any limitations included in the authorized instructor's endorsement that are required by paragraph (c) of this section.

Cross-Country Flight Training

A student pilot who seeks solo cross-country flight privileges must have received ground and flight training from an authorized instructor on the cross-country maneuvers and procedures listed in this section that are appropriate to the aircraft to be flown.

Endorsements for Solo Flights

A student pilot must obtain an endorsement from an authorized instructor to make solo flights from the airport where the student pilot normally receives training to another location. A student pilot who receives this endorsement must comply with the requirements of this paragraph. The requirements include:

The purpose of the flight is to practice takeoffs and landings at that other airport.

Instructor Responsibilities

For each cross-country flight, the authorized instructor who reviews the cross-country planning must make an endorsement in the person's logbook after reviewing that person's cross-country planning, as specified in paragraph (d) of this section.

Authorized instructors must ensure:

That the student's solo flight endorsement is current for the make and model aircraft to be flown.

Required Maneuvers and Procedures

Cross-country flight training must include specific maneuvers and procedures appropriate to the aircraft type:

Control and maneuvering solely by reference to flight instruments, including straight and level flight, turns, descents, climbs, use of radio aids, and ATC directives.
Takeoff, approach, and landing procedures, including short-field and soft-field takeoffs, approaches, and landings.
Recognition of weather and upper air conditions favorable for cross-country soaring, ascending and descending flight, and altitude control.

Touch-and-Go Procedure

The procedure you use to fly a "normal landing" is what you'll use to fly touch-and-go landing. You can even fly one after a power-off 180 approach.

Flaps: Raise the flaps to the takeoff position.
Re-Trim: Trim the airplane for takeoff.
Carburetor Heat: If your airplane requires carb heat to be on during landing, make sure you turn it off prior to takeoff for maximum engine power.

Contrary to most flight operations, this quick reconfiguration is something you'll do without referencing a checklist. Once reconfigured, you'll perform a normal takeoff. The only major difference here is that you're starting the roll at a higher speed, so the time it takes to reach liftoff speed will be significantly less. As you add power to continue the takeoff, have taxiway or point on the runway that serves as a rejected-takeoff point. If you're not airborne by that point, reject the takeoff.

Safety Considerations for Touch-and-Go Landings

Several safety considerations are crucial when performing touch-and-go landings:

Runway Suitability

Takeoff and landing performance isn't calculated for touch-and-go operations. That means you shouldn't attempt touch-and-go landings on short runways, contaminated runways, runways with tailwinds, extremely soft-fields, or runways with obstacles at the end.

Configuration and Workload

Even a slight distraction can lead to a loss of directional control on the ground. Like any normal landing, as you bring the power to idle, the airplane will begin to decelerate by itself. You likely won't use much, if any, braking during a touch-and-go.

Fuel Management

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.

High-Density Altitude Airports

If you do practice touch-and-gos at a high DA airport, make sure you have a long runway and strict "reject" point.

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 through a stop is one of the most important parts. Try flying a stop-and-go landing or a full-stop taxi back instead.

Communication

As always, communicate your intentions to 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.

Avoiding Shortcuts in Training

In too many training processes, we have CFIs and their students trying to get creative with their training. They are trying to shortcut training, combine requirements, and double-dip things to make it so there is less time needed to get things done. Thatâs it. Donât get creative and try and mix and match.

Detailed Planning

Get detailed, simplify it, and do what the regulation says. Donât try to get too crafty. Have a good checklist for each certificate/rating you are training someone for (or if you are receiving training, you can take some control of your training efforts to make sure your CFI is doing it right). There are lots of them out there, there are even some under the Resources tab at JasonBlair.net you can use. I donât care if you use mine or someone elseâs but use something. Have a good syllabus, not just things you will cover, but an order in which you will do it. I get it, you might get bored going to the same airports with students over and over, but if you build a sequence that works, covers everything you are supposed to cover, and meets the requirements, it will make sure your students get it done right. Plus it isnât about you as a CFI. You are supposed to be a professional providing a good training experience. And for them, it will be the first time they have done these things. Track the studentâs progress through the experience requirements, syllabus, and training program. Document it well in case another CFI has to step in and do any of it, or if you as a CFI have to move on to other jobs. When it comes down to it, it is about being a professional.

tags: #student #pilot #touch #and #go #regulations