Learn the correct touch-and-go landing procedure in a flight simulator, with flap, trim and power steps, abort points and fixes for common errors.
In a general flight simulator, fly a normal stabilised approach, touch down on the main wheels, hold the centreline with rudder, select the prescribed take-off flap and trim, apply take-off power, then rotate at the normal speed and climb. Go around before an unstable touchdown; after landing, stop if insufficient runway remains.
A touch-and-go combines a landing and another take-off without stopping. It is different from a go-around, where touchdown is normally avoided, and a stop-and-go, where the aircraft comes to a complete halt before departing again.
Touch-and-go procedure step by step
The safest method is to treat touchdown and take-off as two distinct phases joined by a brief, pre-planned reconfiguration.
- Brief the manoeuvre. Choose a long runway, preferably in calm weather while learning. Know the approach speed, landing flap, take-off flap, rotation speed and a touchdown limit beyond which you will make a full stop. Use the procedure supplied with the simulated aircraft rather than assuming every type follows a Cessna-style sequence.
- Fly a stabilised approach. Establish the correct speed, flap setting, descent path and centreline alignment before reaching the runway. Our visual-approach sequence for configuration and runway alignment covers this phase in more detail. If the aircraft is still fast, high or badly aligned near touchdown, go around.
- Touch down normally. Land on the main wheels and let the nosewheel settle under control unless the aircraft’s procedure says otherwise. Keep looking along the runway and steer with rudder. Do not use wheel brakes, reverse thrust or manually deployed spoilers when another take-off is planned.
- Set the take-off configuration. While maintaining directional control, move the flaps from landing to the prescribed take-off setting. Set carburettor heat cold where fitted, check take-off trim and reset spoilers or autobrake systems if the aircraft requires it. Do not retract all flap blindly: a sudden loss of lift can load the nosewheel and lengthen the ground roll.
- Apply take-off power. Advance the throttle smoothly but without an unnecessary pause. Use enough rudder to oppose propeller effects or crosswind, confirm that the engine develops normal power and check that no take-off configuration warning appears. Stop if the engine response or configuration is abnormal.
- Accelerate and rotate. Hold the centreline until the normal rotation speed, then raise the nose smoothly and establish the correct climb attitude. Once a positive climb is confirmed, retract the landing gear if applicable and retract flap on the aircraft’s normal schedule.
When should you abandon a touch-and-go?
Abandon the manoeuvre whenever the aircraft is unstable, damaged, badly aligned, incorrectly configured or left with doubtful runway distance.
- Before touchdown: go around if the approach is unstable or the aircraft floats beyond the planned touchdown area.
- After a serious bounce: go around if the aircraft is airborne, controllable and able to climb safely; make a full stop if it has settled and runway remains. Our guide to diagnosing floats, bounces and porpoising addresses the underlying landing errors.
- After losing the centreline: reduce power and stop rather than accelerating while directional control deteriorates.
- After braking or reverse thrust: commit to a full stop. Do not change the plan halfway through the ground roll.
- After a late touchdown: use the remaining runway to stop. A touch-and-go is not an excuse to depart with unverified take-off distance.
There is no universal minimum runway length. Weight, wind, elevation, surface condition, flap setting and aircraft performance all matter. For simulator practice, choose a runway that leaves ample distance after touchdown and treat any uncertainty as a reason to stop.
Which aircraft is best for practising touch-and-go landings?
A light, fixed-gear trainer is the best starting point because its configuration changes are simple and its acceleration is easy to manage.
| Aircraft type | Main touch-and-go considerations |
|---|---|
| Fixed-gear piston trainer | Reduce landing flap to the approved take-off setting, set carburettor heat as required, apply full take-off power and counter the stronger low-speed yaw with rudder. |
| Complex piston aircraft | Verify propeller, mixture, flap and trim settings. Leave the landing gear down until a positive climb is established. |
| Tailwheel aircraft | Directional control is less forgiving. Keep the aircraft straight throughout the transition and follow the type-specific wheel-landing or three-point procedure. |
| Turboprop or jet | Use the aircraft’s dedicated training procedure for flap, trim, spoilers, autobrake and thrust modes. Do not improvise from a light-aircraft checklist or select reverse thrust. |
Systems-heavy add-ons may model interlocks or flight-guidance modes that require a specific touch-and-go sequence. If the manual provides no such procedure, a full-stop landing followed by another take-off is the safer and more predictable option.
Why does the aircraft veer or sink during the second take-off?
Veering usually comes from applying power while looking inside the cockpit, while sinking is commonly caused by retracting too much flap before sufficient speed has built.
| Problem | Likely cause | Correction |
|---|---|---|
| Aircraft swings off the centreline | Propeller effects, crosswind or delayed rudder input | Keep looking outside, apply power smoothly and anticipate the required rudder. |
| Nose lifts before the aircraft is ready | Excess nose-up trim or premature rotation | Set take-off trim correctly and wait for the normal rotation speed. |
| Aircraft settles after flap retraction | Landing flap removed too quickly at low speed | Select the approved take-off setting first, then retract the remaining flap during the climb. |
| Acceleration is poor | Partial power, carburettor heat left on, braking or excessive flap | Verify the entire take-off configuration; stop if normal performance is not available. |
| Runway disappears too quickly | Long landing or slow reconfiguration | Use a predetermined touchdown limit and make a full stop when it is exceeded. |
Practise in calm conditions before adding wind. Once the basic sequence is consistent, use our crosswind touchdown and centreline-control technique to handle the extra rudder and aileron demands.
What happens after the touch-and-go take-off?
After take-off, establish the climb, complete the gear and flap schedule, trim the aircraft and rejoin the circuit exactly as you would after a normal departure.
Maintain runway heading until the appropriate turn point, then fly crosswind, downwind, base and final while restoring spacing for the next approach. Our full traffic-pattern and circuit procedure explains the turns, spacing and approach setup.
At a controlled airport, request a touch-and-go and verify that the clearance covers both touchdown and the subsequent take-off. Built-in simulator ATC can handle this imperfectly, so keep checking the runway and traffic rather than relying solely on its instructions.