If you were you might understand why a school would do this.
Please note that "Not a CFI" was specific to the endorsement section. It's in the same spirit of "I'm not a lawyer, nor do I play one on TV, but here's how (____) works."
Incidentally, I know exactly why a school would issue such a limitation (having, in fact, had lengthly discussions about it in RL), but my point is that they're solving the wrong problem. The problem is directional control on the after landing roll, or really just positive aircraft control in the presence of a distraction, period.
Liability issue are no fun.
Agreed. Build better pilots to reduce risk and therefore liability.
I have had students essentially "raise the flaps int he flare" as a result of a negative transfer of touch and goes.
I bet they only did it once.
Correct me if I'm wrong, but I thought part of the purpose of putting a CFI over there and not merely turning someone loose is so that you can do a few stupid things in a controlled environment, learn why they are stupid, and then not do them anymore.
Had a student do a go around and his first action was to bring the flaps full up without adding power. He seriously was doing the "touch and go" flow instead of a go-around flow in the air.
Heh, whoops.
The student still gets the experience of touch and goes with the CFI anyway. At least my school only limited it to student pilot solos.
I personally think that the more landing practice you get per tenth, the better—if learning how to land is the purpose of the lesson. And brakes and tires are, as previously stated, expensive.
As a solo student we were not allowed to do touch and go's. All my training was in tailwheels so our tricycle gear students may have had it differently. We did plenty of T&G's with instructors, but not solo.
That actually makes sense to me, because directional control on the after landing roll is a big part of tailwheel flying, and it's more valuable pedagogically (never mind liability) to make each landing a full stop in that sort of machine.
I don't get what the big deal is... If a pilot, rated, solo, or receiving dual requests a full stop, they should receive a full stop clearance or an extended traffic pattern. Why should you have to send a memo as part of your clearance?
Remember that any action a large operator at an airport takes regarding its operations will have a consequent effect on air traffic control, and that airport's capacity to do flight training. In this case, the large operator didn't think it was important to tell ATC that each training operation on the runway was going to take more time, and the number of ATC-initiated go-arounds to protect minimum separation standards went WAY up for a week or so until everyone figured it out.
...)
