Narrative:

Initially we were cleared for touch and go's in the pattern runway 14L traffic. The first touch and go was uneventful but the student's transition from a crab angle to a side slip to compensate for the crosswind was choppy. The student had soloed 2 days earlier in calm, clear conditions and this flight was to enhance her crosswind training. Due to the visibility this was not going to be a solo flight. On the second approach the tower cleared us for landing, holding short of runway 5, when we were crossing midfield at pattern altitude on our left downwind leg. It was a couple of mins before we were stabilized on the final approach to 14. That's where I locked into the instructional mode focusing on the crosswind technique explaining the smooth transition to a side slip from a crab on short final and the importance of maintaining the aileron input on landing as we cleaned the aircraft for the go around (flaps up, carburetor heat in, full power). We climbed to 500' and 1/2 way down our crosswind leg the tower called and told us that our clearance was for a full stop!!! Totally my fault for having 100% of my concentration on the maneuver I was supervising. Normally I monitor all tower transmission to keep abreast of other traffic position in relation to takeoffs and lndgs. I remember no such tower transmission after receiving our clear to land. We were informed after contacting the ATC supervisor that an small aircraft Y was in the landing flare when we were going around. There may have been another contributing factor here causing some delay on ATC communications for emergency instructions to hold short or instructing one of us to go around. On my earlier training flight the tower controller was working both ground control and tower frequencys, and with 3 mi visibility may not have seen this developing. As a matter of fact on the third approach the tower instructed us to do right 360 degree turns while we were on final approach at 1450' MSL (525' AGL) at 65 KTS and 20 degree of flaps. Which I considered would be a marginal maneuver if this student had been sold. This indicates to me that ATC may have had a problem keeping visibility sep of VFR traffic due to haze.

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Original NASA ASRS Text

Title: CLEARED FOR A FULL STOP LNDG, TRAINING SMA DOES A TOUCH AND GO AT GSO. GND CONFLICT RESULTS.

Narrative: INITIALLY WE WERE CLRED FOR TOUCH AND GO'S IN THE PATTERN RWY 14L TFC. THE FIRST TOUCH AND GO WAS UNEVENTFUL BUT THE STUDENT'S TRANSITION FROM A CRAB ANGLE TO A SIDE SLIP TO COMPENSATE FOR THE XWIND WAS CHOPPY. THE STUDENT HAD SOLOED 2 DAYS EARLIER IN CALM, CLR CONDITIONS AND THIS FLT WAS TO ENHANCE HER XWIND TRNING. DUE TO THE VISIBILITY THIS WAS NOT GOING TO BE A SOLO FLT. ON THE SECOND APCH THE TWR CLRED US FOR LNDG, HOLDING SHORT OF RWY 5, WHEN WE WERE XING MIDFIELD AT PATTERN ALT ON OUR LEFT DOWNWIND LEG. IT WAS A COUPLE OF MINS BEFORE WE WERE STABILIZED ON THE FINAL APCH TO 14. THAT'S WHERE I LOCKED INTO THE INSTRUCTIONAL MODE FOCUSING ON THE XWIND TECHNIQUE EXPLAINING THE SMOOTH TRANSITION TO A SIDE SLIP FROM A CRAB ON SHORT FINAL AND THE IMPORTANCE OF MAINTAINING THE AILERON INPUT ON LNDG AS WE CLEANED THE ACFT FOR THE GAR (FLAPS UP, CARB HEAT IN, FULL PWR). WE CLBED TO 500' AND 1/2 WAY DOWN OUR XWIND LEG THE TWR CALLED AND TOLD US THAT OUR CLRNC WAS FOR A FULL STOP!!! TOTALLY MY FAULT FOR HAVING 100% OF MY CONCENTRATION ON THE MANEUVER I WAS SUPERVISING. NORMALLY I MONITOR ALL TWR XMISSION TO KEEP ABREAST OF OTHER TFC POS IN RELATION TO TKOFS AND LNDGS. I REMEMBER NO SUCH TWR XMISSION AFTER RECEIVING OUR CLR TO LAND. WE WERE INFORMED AFTER CONTACTING THE ATC SUPVR THAT AN SMA Y WAS IN THE LNDG FLARE WHEN WE WERE GOING AROUND. THERE MAY HAVE BEEN ANOTHER CONTRIBUTING FACTOR HERE CAUSING SOME DELAY ON ATC COMS FOR EMER INSTRUCTIONS TO HOLD SHORT OR INSTRUCTING ONE OF US TO GO AROUND. ON MY EARLIER TRNING FLT THE TWR CTLR WAS WORKING BOTH GND CTL AND TWR FREQS, AND WITH 3 MI VISIBILITY MAY NOT HAVE SEEN THIS DEVELOPING. AS A MATTER OF FACT ON THE THIRD APCH THE TWR INSTRUCTED US TO DO RIGHT 360 DEG TURNS WHILE WE WERE ON FINAL APCH AT 1450' MSL (525' AGL) AT 65 KTS AND 20 DEG OF FLAPS. WHICH I CONSIDERED WOULD BE A MARGINAL MANEUVER IF THIS STUDENT HAD BEEN SOLD. THIS INDICATES TO ME THAT ATC MAY HAVE HAD A PROB KEEPING VIS SEP OF VFR TFC DUE TO HAZE.

Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.