Full power is used for takeoff and climb. Looking at the range and SFC figures of a typical piston aircraft they usually cruise at roughly a third of the power of the takeoff thrust.
Good luck doing touch and go's at 30% power.
So take-off and climb are at 100% power
But cruise around the circuit is at 30% power
Then I do some touch-and-go's
Do I continue my descent and approach at 30% power?
What would happen to my speed if I simply pointed the aircraft at the runway and maintained cruise power?
How about I use less than
30% power while descending and decelerating, and I use more than
30% power whilst accelerating and ascending?
I'm not suggesting it's a zero-sum equation, but the average
power setting during touch and go's should be closer to 50%.
The real problem comes with landings and full stops
, where all the kinetic energy is wasted as brake heat. Whereas touch and go's are an example of energy conservation.
The EASA pre-check ride cross-country flight has to be minimum 150 nautical miles with landings at two different airports.
In theory this will work, but .....
….This is the reality of flight training.
Fair enough, so for certain tasks you will still need a gasoline engine trainer a/c.
I don't have a problem with that.
In fact, the bigger problem would be a new pilot who has not
received any training on a gasoline engine a/c!!!!
Primarily because at this point in time, the next a/c after flying training will almost certainly have a Rotax or Lycoming gasoline engine. Or worse.
The electric a/c is gong to be useful for getting the basics done, and building up some hours. After that, you need to spend some time in Cessna or similar.
If you gain a PPL by only training on electric a/c, you should only be allowed to fly electric a/c thereafter.
For now at least...
Nothing to see here; move along please.