Ive been practicing this in the 737 (haven't done it in the 777 yet) the biggest challenge I've seen is knowing how much power to add and getting the timing right.  Adding power too early while still at flaps 30 causes the aircraft to jump back into the air.  Waiting too long to add power makes it much harder to keep the nose gear flying.  The trick seems to be adding a slight amount of power immediately after touch down and (just enough to keep the nose gear flying) and then once the flaps are back at takeoff setting (I used flaps 1) then you advance the throttles to about 90% of N1 for takeoff.  My next try will be in the 777, I wanted to get a hang off the technique on a smaller aircraft before trying the T7.  Judging from the responses posted, it doesn't seem to be a normal part of T7 training, but, one area where I could see this training being useful is if you ever find yourself with an impaired nose gear (think Jet Blue a few years ago with the nose gear stuck at a 90 degree turn angle).  thnx for all your knowledge gents...

 

Coincidentally does anyone know of an FSX airport that can take a T7 but doesn't have VASI lights?  I've been flying circuits using raw data and no ILS, I'd like to take that a step further and do some training without the aid of the VASI lights.

 

Richard

31R, 22R and 4R in JFK. But it's quite short for the 777 to do touch and go due to the displaced threshold on both runway especially 22R. And 4R itself is a short runway.

 

It's still doable if you reduce the LDW to 200tons or below. But I use the "normal" base training method.

 

I prefer touch and go in order to keep the game flowing as I am trying to practice various approaches to an airport before I actually go there in real life especially those I don't visit very often, to get a rough idea of what to expect. For example in JFK. I can come in on the VOR22L then do a touch and go. Then come back for ILS31R after airborne turn right to join downwind on 22R for another touch and go then do the Canarsie 13L/13R for a full stop. With the combination of using both the VNAV on VOR approaches to raw data ILS/visual approaches and climb to various altitude to start the approach. So in short, there are various of combinations we can come up with. This helps people to orientate around the airport.

 

It's all good fun. I hope you enjoy the flying in FS.

Cockpit Chronicles: 737 cockpit video - takeoff a…:

 

Check out this video. 737 touch and gos.

Hey Adam thanks for the you tube link - that was good to see, it's exactly what I've been doing except I've been doing it in the daytime with no traffic.

 

Richard