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KC-10 Aircrew Training System 

Touch and Go Landings

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LIST OF EFFECTIVE PAGES
KC-10 Aircrew Training System 

Touch and Go Landings 

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TABLE OF CONTENTS 

1.0 INTRODUCTION ............................................................................................... 1-1 

2.0 PLANNING FACTOR ........................................................................................ 2-1 

3.0 NORMAL TOUCH AND GO PROCEDURES .................................................... 3-1 

4.0 COMMON ERRORS ASSOCIATED WITH TOUCH AND GO ........................... 4-1 

5.0 TOUCH AND GO EMERGENCY PROCEDURES ............................................ 5-1 
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1.0 INTRODUCTION 

The purpose of this workbook is to provide KC-10 Aircrew members guidelines to 

accomplish Touch and Go landings safely and efficiently. This workbook 

consolidates Touch and Go information so it can be used as a training reference 

guide for review and/or instructional purposes. Areas covered will be planning 

factors, normal procedures and techniques, common errors, and emergency 

procedures (Engine Failure). 

1.1 REFERENCES 

• AFI 11-2KC-10, Volume 1, KC-10 Aircrew Training 

• AFI 11-202, Volume 3, General Flight Rules 

• AFTTP 3-3.KC-10, Chapter 3, Combat Aircraft Fundamentals KC-10 

• TO 1C-10(K)A-1, Flight Manual, Section IV, Touch and Go Landings 

• TO 1C-10(K)A-1, Flight Manual, Section IV and V, Missed Approach or 

Rejected Landing 

• Local Regulations 
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2.0 PLANNING FACTORS 

All normal considerations that affect any landing should be considered for a 

Touch and Go Landing. The reason you are making touch and go landings is to 

improve your landing skills and practice the transition to landing. Therefore, you 

must strive to touch down on centerline in the landing zone on every landing. If 

you do not, the landing should be rejected and a go-around initiated. Fly the 

aircraft throughout the Touch and Go. 

NOTE 

A Touch and Go landing is a critical and time-compressed 

activity. The pilot in command must be cognizant of aircraft 

configuration and be situationally aware throughout the 

maneuver, regardless of which pilot is flying the aircraft. 

2.1 RUNWAY ENVIRONMENT 

Review runway length, width, RCR, and lighting. 

2.2 WEATHER 

Know command and local regulations and your own limits. 

2.3 CREW BRIEFING 

A thorough crew briefing, covering all contingencies, is an absolute must. A 

good briefing includes a review of normal and abnormal/emergency procedures, 

landing distance, and techniques. Everyone on the aircraft (including those 

seated in the passenger section) must know that the landing is planned as a 

Touch and Go. 

2.4 AIRCRAFT WEIGHT 

Early in Initial Qualification Training, students become very familiar with the 

differences between lightweight and heavyweight takeoffs, landings and go 

arounds. Aircraft response and performance are considerably different. 

Maintaining aircraft control is more challenging lightweight for two reasons. First, 

when asymmetric thrust is applied, the aircraft naturally yaws. As the amount of 

thrust increases, the yaw increases. The second problem with lightweight 

aircraft is keeping up with the tremendous acceleration and climb rate. 

Heavyweight aircraft are less affected by yaw, but are performance limited (which 

can be critical). These are factors that pilots must always be aware of, and are 

especially critical during the rapid transition from the landing phase to the takeoff 

phase during a Touch and go landing. 
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3.0 NORMAL TOUCH AND GO PROCEDURES 

Touch and Go Landings are no different than normal landings up to the point of 

touchdown, except that you may elect not to arm the spoilers. Touch and Go 

landings should normally be made with the spoilers armed to demonstrate their 

effects on aircraft pitch during the landing phase. Length of runway, RCR, and 

reaction time are all abort considerations that could affect the decision. If the 

pilot elects not to arm the spoilers, the flight engineer should be briefed 

specifically to manually deploy them during an abort. Reverse thrust is never 

used on a touch and go (unless you abort). The pilot in command will brief the 

crew on commands, duties and actions during the touch and go, including 

go-around and abort procedures. All crewmembers must positively know that the 

landing is to be a touch and go. 

3.1 PROCEDURES AFTER TOUCHDOWN 

At main gear touchdown, the PF smoothly but positively lowers the nosewheel to 

the runway. The PF maintains positive aircraft control and runway centerline. If 

the aircraft is not on the centerline, steer to center. The PF disconnects the 

autothrottles, if used. 

When ready to configure the aircraft, the PF will call "FLAPS 22° CHECK TRIM 

IN THE GREEN." The PNF selects flaps 22°/EXT and, if necessary, resets the 

stabilizer trim into the green band area. The PNF will also ensure the 

autothrottles are disconnected. 

After nosewheel touchdown, the Flight Engineer (FE) will confirm all three 

engines are operating properly; flap handle and Trim are properly set and 

autothrottles disconnected. 

After the PNF ensures that the flaps and trim are properly set and the 

autothrottles are disconnected, the PNF taps the PF's hand and/or calls "PUSH 

THEM UP" as a signal to slowly advance the throttles towards the 12 o'clock 

position. 

The FE will ensure the spoiler handle is retracted and confirm that all engines are 

accelerating equally. 

WARNING 

• After reverse thrust is initiated, a full stop landing will be made. 

• If at anytime during a touch and go landing, the reverse thrust 

lever is moved from the stowed position, the takeoff will be 

aborted. 
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NOTE 

• If the spoilers were used, the spoiler handle should reset with 

an audible sound as the throttles are moved forward. 

• If the ground spoilers are extended, the thrust should not be 

advanced until the nosewheel is on the runway, otherwise the 

pitch down effect may drop the nose heavily to the runway. 

The FE ensures that the spoiler handle (if armed) returns to 

the retract (RET) position when the throttles are advanced. 

After confirming all three engines stabilize at the 12 o'clock position, flaps and 

trim are properly set and the autothrottles are disconnected, the Pilot in 

Command calls "SET TAKEOFF POWER". The PF advances the throttles to 

approximately 100% N1 and the FE adjusts the throttles as required and calls 

"POWER SET". If conditions warrant, an N1 setting up to go around power may 

be used. 

NOTE 

When the throttles are advanced, the takeoff warning horn 

may sound momentarily due to the slats/flaps and spoilers 

being in transit (not fully configured). The pilot in command 

should confirm that everything is correctly positioned and 

advise the crew. 

The PF pushes the TO/GA button and at a speed of no less than indicated by the 

Salmon Bug, rotate. The PNF calls "ROTATE" while accelerating through the 

Salmon Bug Speed. 

NOTE 

• When the TO/GA button is pushed with main and nosewheels 

on the runway, "TAKEOFF" will be annunciated in pitch and 

roll. The Flight Director will command a maximum pitch of 22°. 

• If the TO/GA button is pushed with the nosewheel off the 

runway, "G/A" will be annunciated, the flight director will 

command a maximum pitch of 15°. (This may also happen 

even with the nosewheel on the runway if the TO/GA button is 

pushed early due to a ground sensing time delay.) 

The PF rotates to satisfy the pitch commands, or if unavailable, to a pitch attitude 

that will maintain a climb-out at the threshold speed plus additives. 

NOTE 

During the climb-out and level off at appropriate altitude, 

positive power, pitch, and configuration adjustments must be 

made to prevent exceeding airspeed limitations and maintain 

aircraft control. 
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4.0 COMMON ERRORS ASSOCIATED WITH TOUCH AND GO 

4.1 FAILURE TO TOUCHDOWN IN TOUCHDOWN ZONE 

Improper approach and flare procedures can result in the airplane floating past 

the first 3,000 feet of the runway. A long landing for any reason should not be 

attempted or demonstrated. If you have an unstable approach, exceed the 

parameters from 500 feet AGL to the runway, or if it appears the landing will be 

long, make a missed approach. A timely go-around shows good judgment. A 

bad landing is almost always a result of a bad approach. 

Procedures to follow in the event of a rejected landing or missed approach are 

outlined in the flight manual. Rejected landing/missed approach procedures 

should be included in the aircraft commander's Touch and Go briefing. 

4.2 INADVERTENT ACTUATION OF REVERSERS 

During a Touch and Go, if PF applies pressure to the reverser levers and they 

start to unlock and (REV U/L) lights illuminate, a full stop landing will be 

completed. Do not attempt to stow the reversers and continue the Touch and Go 

– the Touch and Go will be aborted. To prevent this, the PF should keep a hand 

on the throttle levers, not the reverser levers, throughout the entire maneuver. 

When the decision is made to make a full stop landing, it is a simple matter to 

slide the hand forward to the reverser levers. 

4.3 TARGET THRUST SETTING OVERSHOOT 

The advance to takeoff thrust should be done smoothly, allowing the FE to stop 

the advance at approximately 100% N1. The most common error leading to 

thrust overshoot is advancing power at an excessive rate because of either a 

delay in power advance or haste to get airborne. 

 

4.4 FAILURE TO DISENGAGE AUTOTHROTTLES 

Normally, as a technique, the ATS is disengaged prior to touchdown. If not 

disengaged, the autothrottles will remain in the RETARD mode and will attempt 

to retard the throttles during the Touch and Go. If you push the TO/GA button 

illuminating TAKEOFF in the FMA with the ATS engaged, the autothrottles will go 

into the CLAMP mode (after a 20 second delay) as in a normal takeoff. If the 

TO/GA button is depressed and G/A is displayed in the FMA, the throttles will 

drive toward the GA limit displayed in the TRC. Therefore, the PF must 

disconnect the ATS after touchdown during a Touch and Go. The PNF will 

ensure this is accomplished. 

4.5 STABILIZER TRIM NOT IN THE GREEN BAND 

If the autopilot CWS mode is used for landing, it is possible for the stabilizer trim 

to be run out of the green band. Holding the aircraft off the runway with back 
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pressure tells the Auto Trim system to trim nose up. Although unlikely, the nose 

up trim could exceed 10 degrees and be out of the green band. The PNF must 

check the stabilizer trim in the green band prior to advancing power. If it is not 

there, reset it to the green band. 

4.6 TO/GA BUTTON NOT DEPRESSED PRIOR TO ROTATE 

This error is normally caused by the PF not having his finger properly positioned 

on the TO/GA button. The PF should be specifically briefed to keep a hand on 

the throttles with a finger lightly on the TO/GA button throughout the approach 

and landing. TO/GA may be required for a go-around and will be required on the 

runway during the Touch and Go. Failure to depress the TO/GA button will result 

in inaccurate Flight Director Information. 

4.7 FAILURE TO RESET FLAPS TO 22°/EXT 

The takeoff warning horn should sound, advising the crew that the flaps are in 

the landing range when the throttles are advanced for takeoff. The ground shift 

mechanism must be in the ground mode for the horn to operate (nose gear on 

the ground). It is possible for the crew to mistake the horn for the normal 

indication with the flaps moving to the 22°/EXT position. The horn continues to 

sound until the flaps are out of the landing range; however, at rotation the ground 

shift mechanism reverts to the inflight mode which silences the horn indicating 

that everything is normal. Taking off with the flaps set at 35°/EXT does not 

present a particular problem if the crew does not become distracted from flying 

the airplane. Additional backpressure may be required to rotate, but it is not 

excessive. Upon gear retraction you will get the landing gear warning horn. The 

35°/EXT configuration should be maintained until a safe altitude and stabilized 

flight is achieved, keeping in mind the 185 KIAS limitation. During a 50°/EXT 

landing, the horn may sound for a longer time as the flaps track up. Ensure the 

flap handle is moved to the 22°/EXT detent and not the first detent up from 

50°/EXT. 
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5.0 EMERGENCY PROCEDURES 

5.1 ENGINE FAILURE CONSIDERATIONS 

THE BASIC RULE: MAINTAIN POSITIVE AIRCRAFT CONTROL AND FLY 

THE AIRPLANE THROUGHOUT THE TOUCH AND GO. 

If an engine fails during a Touch and Go, maintain positive aircraft control and fly 

the airplane throughout the touch and go. On a Touch and Go, the decision point 

for aborting or continuing the takeoff should be briefed by the aircraft 

commander. The FE will most likely be the first crewmember to observe an 

engine failure. The FE will announce the engine number and condition (i.e. #3 roll 

back/fire, etc.). The aircraft commander will confirm the situation, then determine 

whether to abort or continue. If the aircraft commander elects to abort, normal 

abort procedures will be used. If a transfer of aircraft control is necessary (copilot 

to aircraft commander), it must be made decisively and positively. Control 

transfer procedures will be emphasized in the Touch and Go briefing. The PNF 

must carefully monitor the flight controls and instruments and be prepared to 

provide whatever assistance is required. 

5.2 FAILURE OF THE TAIL ENGINE (#2) 

The thrust vector of #2 engine tends to push the nose down; therefore, the pitch 

axis is the only axis affected and there will be minimal effect on aircraft control. 

Exercise caution to prevent over-rotation. 

5.3 FAILURE OF A WING ENGINE (#1 OR #3) 

With the throttles at the takeoff setting, the yaw due to wing engine failure will be 

readily apparent. Compensate for the yaw by using rudder to keep the aircraft on 

centerline. Obviously, the amount of rudder depends on several factors; intensity 

and direction of crosswind, airspeed, gross weight, thrust setting and pilot 

reaction time. Should an upwind engine fail, more opposite rudder will be 

required to compensate for the additive effects of the crosswind and the yaw 

caused by the failed engine. Conversely, a downwind engine failure will 

effectively reduce the crosswind effect and less opposite rudder will be required. 

Regardless of which engine fails, the aircraft commander must be prepared to 

apply rudder as necessary to control the aircraft yawing and maintain directional 

control. After positive aircraft control is ensured and speed is approaching the 

salmon bug, be prepared to rotate to a target pitch attitude that will maintain a 

safe climb speed. Simultaneously with rotation, adjust lateral and rudder control 

to maintain wings level. Rudder pressure may be trimmed out, but subsequent 

power and configuration changes will require trim adjustment. 
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