The touch and go might not count for night passenger currency but it does for day currency (unless it's a tailwheel).If the landing doesn’t count for currency, does the takeoff count as a takeoff to make it a separate flight?
True, but the intent is to turn the flight into a night cross country.
No agenda. It's a real situation that occurred and actually doesn't have a clear answer and reasonable minds have differed on. But it is interesting to see folks certain they know what the correct answer is, based on what they think the answer should be.
The FAA says that a flight ends when the aircraft comes to rest. How can a new flight begin before the previous flight ends?
Please provide the quoted reference so as to be able to see the context as well as the specific wording.
What was the real situation?
So? How is a certain type of landing that is solely to establish the authority to carry passengers during the period from one hour after sunset to one hour before sunrise relevant to a dual xc flight that takes place during "the time between the end of evening civil twilight and the beginning of morning civil twilight, as published in the Air Almanac".
I like that question. It sounds like @Lindberg is quoting the FAR 1.1 definition of "flight time." I agree with you it's not relevant when there are so many "flights" in the regs with multiple legs, except that you don't get to log the time you stopped for lunch
If this came up in a real situation I'd be curious how and how the qualifying flights were logged.
Where did you get that only .1 hour was flown at night? That's not what I wrote. I specified that >2 hours and >100 miles were down at night.
Ok, I'll bite. What definition of "flight" are you using? The 1.1 definition is entirely consistent with your example because a flight can be composed of multiple flight segments. But I see nothing indicating that a single block of flight time can be broken into multiple flights. And the former does not imply the latter.I like that question. It sounds like @Lindberg is quoting the FAR 1.1 definition of "flight time." I agree with you it's not relevant when there are so many "flights" in the regs with multiple legs, except that you don't get to log the time you stopped for lunch
Are you willing to provide quotes from FAA yourself or is this only going one way where quotes are provide to you and you continue to read into everything that which you want to read?
That has already been quotes and provided to you in this thread.
Just wondering if this is an academic question, a real situation or another scenario. I get confused easily so please excuse me if this was already answered and I just missed it reading through the (so far) 40 posts on the subject.
There were several that suggested that not all of the flight needs to be at night.
I think you misunderstood. I was specifically responding to your
The only FAA definition I'm aware of which says that is the definition of "flight time," so I thought that's what you were referring to. If not, I'm curious where you got your FAA definition. Mine? It's been mentioned several times that the FAA allows us what to consider a discrete flight or several legs of a single flight.
Does that help? This occurred, but not to me. Hence my plea to not offer advice to do another flight.
Yes, I was referring to the definition of "flight time," which you said is not relevant. So in wondering what definition is relevant. As I said, the fact that multiple flight segments can be counted different ways does not imply that a touch and go starts a new flight.
Of course it doesn't. But neither does the definition of flight time. Better yet would be whether the touchdown of a touch & go is a "landing." The group of rules specifically requiring a full stop for various purposes at least suggest that it is. If not why bother specifying full stop?
Good quote but an erroneous conclusion. Your conclusion conflates allowable flight time with the logging of flights.
(See what I mean about nothing new?)
That would actually be a perfectly reasonable and consistent interpretation, except the FAA has explicitly said that you can combine adjustment flight segments however you want in your logbook. However, it's never said that you can break up a single flight into multiple flights, so again, this doesn't tell us anything useful about touch and goes.
A touch and go is a landing. I didn't think there was any question about that. So what does that demonstrate?
No. That is not what they said. Instead of paraphrasing and using your own words to describe what you think they mean, why not just quote them directly? Simply reading exactly what they say may remove all of your ambiguity unless of course you are trying to find some strange and convoluted path to reach your predetermined conclusion.
In my words, the FAA is clearly saying how you want to log your flight is your own business. Which has nothing to do with what is allowable to be logged and is its own subject. For allowable logged time whether you want that on one entry in your logbook or two entries in your logbook or three entries in your logbook is entirely up to you.
No. In the OP you said this was academic. You did not say this was a real situation.
You admonish me against paraphrasing and then proceed to incorrectly paraphrase. The FAA in Glenn is referring to "how separate flights must be logged." It does not say "how you want to log your flight is your own business." If anything, it says how you combine otherwise separate flights is your business. In fact, that's assumed in the scenario that Glenn is answering: "To log cross-country time, the pilot flies from Airport A to Airport C as a discreet flight. The pilot then flies a separate flight from Airport C to Airport B, which is a straight-line distance of more than 50 nm, and from Airport B to Airport A." Glenn certainly doesn't say anything about splitting one flight into multiple by doing a touch and go.
No. In the OP I said it was academic for me, to ward off the obvious POA tendency to give advice rather than answer the question asked:
And I even clarified in post #18.This is a purely academic question for me. I already have my commercial cert, so please don't tell me to just go fly another x country.
I agree that this is likely the correct answer, as I have already said. And I don't see any support for the position that a night touch and go fixes it. But I recognize the ambiguity on both counts. Actually, the only thing I really take issue with is the posters who are certain they know the correct answer.
If by full-stop landing, you mean pulling into the ramp and shutting down, then yes. I wouldn't rely on a stop and go.
