Reasons to not do T&Gs in a twin

I second this recommendation.
 
Looks like the pilot was pretty lucky to be able to self-extricate from that.

We had one go in a few years ago locally, ended up upside down in a stream just like that. The occupants did not make it out.
 
These planes cannot catch a break. Glad that the pilot survived.
 
That sucks.

109th airlift wing does touch and goes all the time at ALB. Very cool to watch. But then again they have 4 engines rather than 2.
 
Several years ago I was at GSO watching the presidential 747 doing touch & go’s. It was sung the call sign “Venus”.

It was super impressive when we were at the hold short line and it passed right in front of us.
 
How much longer until nobody will insure this type? Not a good accident record.
 
Kenny Phillips said:
I don't assume experimentals are insured at all, from some of what I read here.
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Most of them are.

And on some of the high-dollar ones; I’m not sure there’s too many people who want to fly around a $1m aircraft without insurance.
 
If I dream about E-AB, the V-twin usually features heavily. Sigh.

Someone irritate Mister VanG by making a twin RV-10. (RV-20 I suppose :D)

I won't do touch and goes in any retract aircraft, but after 10 or so on an initial transition, I'll go find a long enough runway to do stop and goes via "the option". I question that move sometimes.
 
nauga said:
What's stopping you?

Nauga,
the self-righteous rivet-punching gatekeeper
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Laziness, knowledge of my own limitations, and my remaining molecule of fiscal prudence mainly.

But now you have me daydreaming. :D
 
schmookeeg said:
Laziness, knowledge of my own limitations, and my remaining molecule of fiscal prudence mainly.

But now you have me daydreaming. :D
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kyleb said:
Are those barriers or challenges?
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Could be advantages…too lazy to do it right, not qualified with tools? The inexpensive answer is plenty of duct tape to stick the engines on the wings!

I mean, if the goal is to irritate Mr. VanG, I think that would work. ;)
 
Slow here, what are the reasons not to do T&Gs in a twin?

As a teenager we would lay on the warning track at night and watch the 707s do T&Gs at the old James Connally AFB.

And yes, I realize a 707 is not a twin...
 
Zeldman said:
Slow here, what are the reasons not to do T&Gs in a twin?

As a teenager we would lay on the warning track at night and watch the 707s do T&Gs at the old James Connally AFB.

And yes, I realize a 707 is not a twin...
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Zeldman said:
Slow here, what are the reasons not to do T&Gs in a twin?

As a teenager we would lay on the warning track at night and watch the 707s do T&Gs at the old James Connally AFB.

And yes, I realize a 707 is not a twin...
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Airline training in the post USAF days:

 
3393RP said:
Airline training in the post USAF days:

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OMG I stayed in one of those old barracks shown at the start of the video.!!

I took classes at TSTI (now TSTC) in '77-'78. The USAF still did T&Gs in T-38s starting at 6am...
 
I ran the LiveATC of the tower at ASH. There was some heavy breathing on an open mike on their last takeoff and an expletive and a statement about trim.
 
The Weekend Warriors at WPAFB do their C-17 T&G pattern over my Home Drome and Condo.

“The pilot reportedly self-extricated“. Was that from the plane or his pants and shorts or all three?
 
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schmookeeg said:
I won't do touch and goes in any retract aircraft, but after 10 or so on an initial transition, I'll go find a long enough runway to do stop and goes via "the option". I question that move sometimes.
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Agree 100%
 
shrug, i touch and go the mooney all the time.
stop and go, just as likely to gear up, not much difference at that point
 
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Years ago I realized I needed to get night current to take a visitor to DC on a night tour flight. I took off from IAD and popped down to HEF. Tower told me I could do what I wanted as they were going home (they close at 2300). I realized it was starting to get foggy in the low lying areas and decided I better go back to IAD. Rolling out in the first 1000' of the 11,000'+ runway, I suddenly got an idea. I came to a stop and asked the tower if things weren't busy, could I take off and land again. No problem. Took off, climed up 1000', chopped the power got another full stop landing before I got to the end.
 
3393RP said:
Airline training in the post USAF days:

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My old office windows looked out toward what would be base leg for Runway 1L at IAD. One morning I look up to see one of the VC-25's (what they use for Air Force 1) passing by my window. When I used to live over near Andrews, that was a normal occurance, but I'd not seen it here. About five minutes later it went by again. And again. What are they doing? Touch and goes? I thought.

I also got to see AF-1 ( George W Bush on board) do a low pass over the runway at FFA during the 100th anniversary of the Wright Flyer (he'd given a short speech there just prior). I always thought that was cool. I guess they figured since access to the field was pretty tight (metal detectors and stuff) that it was safe.
 
Larry in TN said:
So, were the touch-and-goes I did in the DC8 okay because I have four-engines?

(Not me in the seat, I was taking the picture)
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Used to love watching the DC8s do touch n goes at TOL when I was a line service tech. Was this around 2008-2009?

TOL was also a popular choice for Delta when they were qualifying Northwest pilots on the 767-300s. They would come down at about 8am, do touch n goes for a few hours and go back to DTW.
 
flyingron said:
I ran the LiveATC of the tower at ASH. There was some heavy breathing on an open mike on their last takeoff and an expletive and a statement about trim.
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It was not clear from the ATC recording posted on VAS if he ever really touched the ground on his first two approaches. I agree on the last climb out there was a "hot mic" situation and it sounded like the coolie hat trim was mixed up with the PTT. I had just left the airport and passed that location about 30min before the incident. We have not heard any definitive answer and are eager to get the NTSB 30day report.
 
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BillTIZ said:
It was not clear from the ATC recording posted on VAS if he ever really touched the ground on his first two approaches. I agree on the last climb out there was a "hot mic" situation and it sounded like the coolie hat trim was mixed up with the PTT. I had just left the airport and passed that location about 30min before the incident. We have not heard any definitive answer and are eager to get the NTSB 30day report.
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I didn't us ethe VASA crap. I downloaded the files from liveatc and used Audition to edit through it.
 
Doc Holliday said:
We did them in the 727 as well.
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DC-9 at TNT in the everglades at night. I can't remember if they stopped them after one pranged and the crew waited awhile for anyone to realize it happened. I think it was a normal takeoff with a simulated engine failure but that type checkout continued with touch and goes. I think the check airman went on to be an ALPA official.
 
JimLAFB said:
DC-9 at TNT in the everglades at night. I can't remember if they stopped them after one pranged and the crew waited awhile for anyone to realize it happened. I think it was a normal takeoff with a simulated engine failure but that type checkout continued with touch and goes. I think the check airman went on to be an ALPA official.
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We used the same airport, except during the day. I believe that same airport has the Everglades Alcatraz on it now.
 
dachar89 said:
Used to love watching the DC8s do touch n goes at TOL when I was a line service tech. Was this around 2008-2009?
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September 12, 2010. Did T&Gs in a DC9 in 1997, too.

JimLAFB said:
I think it was a normal takeoff with a simulated engine failure but that type checkout continued with touch and goes.
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One, or two, of your three takeoffs/landings would be with an engine out.
 
MountainDude said:
These planes cannot catch a break. Glad that the pilot survived.
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Ain’t the plane, it’s the builder and/or the pilots.

Zeldman said:
Slow here, what are the reasons not to do T&Gs in a twin?...
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Hobby piloting.

I knock us hobby pilots a lot, but most of us also have no experience as aviation professionals and, by extension, have not had the opportunity to screw stuff up with a competent person next to us whose job is to make sure we don’t do something stupid.

By the same token, going from crew ops to single pilot ops opens up just as many chances to learn lessons the hard way.

Call it knowing your limits, being humble, risk averse, or other similar things, but as you should know, single pilot ops are more demanding by their nature. The more things you add to the “what could go wrong list”, well, sooner or later, one of them will go wrong and your favorite PIC is the reason why.
 
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