TO CFI's

[mattpilot]

derrrrr...I wanna be in the special olympics....derrrr

-mini




​

???/?

 

[minitour]

???/?

referencing Cartman...I have a picture of him in the scene where he says that from the episode Special Olympics.

His plot is to act retarded, gain entry into the special olympics, beat all the handicapped kids and win the $1,000 prize.

Deleted because I couldn't get the picture to show up as my avatar...

Reason:
I re-read what you typed and realized I read it wrong LOL Yes, I do need a grammmmmmar lesson LOL

-mini

 

[FR8FO]

The way I teach a touch and go is upon landing flaps up. The throttle does not go to full until the flaps are retracted. This procedure prevents the student from taking off with the flaps still extended. The other reason I teach this is because if the flaps were to retract unevenly, we would be finding this out on the ground as opposed to in the air. The airplane would roll if the flaps were split.

do you turn around and look to see if the flaps have come up evenly on the ground before taking back off?

 

[Flyin Tony]

I f'd up in a 150, doing T/G and full flaps down and the plane never got off the runway. I took off with full flaps in the comanche and it gets off in 200ft.

 

[bobbysamd]

Procedures

Just want to say thanks, you guys do get it through our
(students) thick, stubborn, skulls.

Some skulls are thicker than others. Just doing our job, though you probably learned far more from your incident alone than from your instructor hollering at you. Bet you won't repeat it.

Do make sure you're following your procedures. In a 172, etc., glance and make sure the flaps really went up. In Piper, the manually-operated Johnson bar flaps are fairly idiot-proof, but still check.

Finally, remember than any pilot certificate remains a license to learn.

 

[Ralgha]

The way I teach a touch and go is upon landing flaps up. The throttle does not go to full until the flaps are retracted. This procedure prevents the student from taking off with the flaps still extended. The other reason I teach this is because if the flaps were to retract unevenly, we would be finding this out on the ground as opposed to in the air. The airplane would roll if the flaps were split.

Just food for thought here, not saying your method is wrong. What if the pilot suddenly needs to do a go-around just as the tires hit the ground? Will the touch-and-go instinct lead them to waste valuable time retracting the flaps before going?

Personally I avoided doing touch-and-goes with students. I would do stop-and-goes. The time difference between that and a touch-and-go is minimal.

 

[Fly_Chick]

For my student's first solo, and the next few solo rides after that I have him/her do full stop taxi backs. This gives the student "time" to analyze what is going on. It allows them to do the "after landing" checklist and "pre-takeoff" checklists. It also gives them time to enjoy and experience what is happening by themselves.

I had a student who was on his second solo flight. Prior to his solo, I told him to have fun, mention to tower he was a "solo student pilot" and to do full stop taxi backs. The airport can get busy.

I was in the pattern with another a student and we had a 8 knot tailwind (tower did not yet switch runways). I heard the solo student asking for "touch and goes". After we both were on the ground later from our separate flights, I asked the solo student why he was doing "touch and goes" with a tailwind. He told me he was doing "full stop taxi backs".

Needless to say, I had a discussion with him as I was in the pattern also and heard everything that transpired.

 

[Fly_Chick]

I should also mention that on that same day, this particular topic on the message board was about two days old, so I had the solo student read it. Not sure what he took from it, yet I wanted to get my point across that the whole reason I do anything, or require anything, is for safety, I want to see him (and everyone else) successfully on the ground after each flight!

 

[nosehair]

Hey!, What if you have to do a go-around just as the tires are touching the ground with full flaps? I do touch-and-goes with manipulating the flaps at all possible configurations. On a gradually increasing level of difficulty, of course.

First, establish the Primacy Habit of: Flaps Up, Verify, Carb Heat In, Apply Power smoothly to transition from the landing roll to the take-off roll.

Then, Flaps Up from Full Down to 10 down to transition to take-off roll with some flaps, then flaps up at a safe altitude and airspeed.

Then, Full Throttle at touch down or just prior or just after with Full Throttle First, then Carb Heat Off, then Flaps up as appropriate depending on airplane performane and speed at the moment the pilot's hand can get to the flap control after application of all power in an emergency go-around or take-off.

Here, the process of "milking" the flaps up as you accelerate, on or off the runway in ground effect if no climb can be established, etc.

Basic pilot training stuff. Should be done before solo. Read the FAA Airplane Flying Handbook Chapter 8 Faulty Approaches and Landings. In every description of the various bad landings that one must be expected to encounter, ie, Floating, Ballooning, Bouncing, Porpoising, all end with the final advice in BIG, BOLD PRINT: "EXECUTE A GO-AROUND." Well, don't you think that those go-arounds are sometimes with full flaps?

 

[lawfly]

Ah, not so sure your instructor wants any connection to or credit for that incident. Did you retract all of the flaps at once? Don't answer that. Be safe.