Because of a curfew at iad against touch and goes or land and return for takeoff, a C172 pilot agree...

Narrative:

A non-instrument rated private pilot and I flew a pleasure flight from fci to iad on a VFR flight plan, in accordance with the current tfr for the washington area. We were also receiving radar advisories shortly after departure from fci. Shortly after our handoff to the potomac approach handling approachs to dulles, we requested a 'stop & go' landing at iad. The controller indicated that flight training was not permitted, but would pass that information on to the tower controller. Upon handoff to tower, the tower controller indicated that the airport commission does not allow practice approachs after XA00Z, and asked our intentions. I responded that we would be willing to clear the runway and taxi back for departure. The controller indicated that this would not meet the requirements. I responded that we would intend to proceed to the GA terminal after landing. The controller acknowledged. On a visual approach for runway 1L, we were fast on approach. In an effort to land, the aircraft bounced. After a second bounce, we elected to attempt to recover the landing and proceeded to establish a go around, and announced our intentions to the tower. The tower controller advised us to fly runway heading and climb to 2500 ft. Because this was a pleasure flight, we elected not to attempt another approach and advised the tower that we would like to return to our airport of origination. We were then handed off to approach and advised that due to a bad landing and resulting go around, we wished to return to fci. The controller asked if we had a flight plan, and we confirmed that we had. We were issued a vector heading of 230 degrees. We requested to leave the frequency to contact flight service, and our request was approved. Upon returning to the frequency, we were issued a new beacon code. After setting the new code, the controller momentarily lost radar contact of our aircraft. Shortly after radar contact was re-established, we were advised to proceed on course. The AFD entry for dulles international airport indicates that flight training is prohibited during certain hours. Because our flight was a pleasure flight and arriving at the destination was not critical to commerce, personal obligations or safety, we opted to return to our airport of origination so as not to add to the congestion and controller workload in the washington area. Our intention was not to conduct flight training nor violate the prohibition of flight training. Because no reference in 14 crash fire rescue equipment or the aeronautical information manual is cited as to what constitutes flight training or when a pleasure flight would be considered flight training, I wanted to be clear that the decision to abort the landing and return to the airport of origination was made based on safety of the occupants, the aircraft, the facilities, and surrounding airspace, rather than circumventing the prohibition of flight training. In regards to what could have been done to prevent a recurrence of this situation, better speed control on short final would have prevented ballooning and the need to abort the landing.

Original NASA ASRS Text

Title: BECAUSE OF A CURFEW AT IAD AGAINST TOUCH AND GOES OR LAND AND RETURN FOR TKOF, A C172 PLT AGREES TO LAND AND TAXI TO THE GA TERMINAL AND THEN RETURN FOR TKOF. PLT BOUNCES ON RWY TWICE AND ABORTS LNDG, THEN DEPARTS THE AREA.

Narrative: A NON-INST RATED PVT PLT AND I FLEW A PLEASURE FLT FROM FCI TO IAD ON A VFR FLT PLAN, IN ACCORDANCE WITH THE CURRENT TFR FOR THE WASHINGTON AREA. WE WERE ALSO RECEIVING RADAR ADVISORIES SHORTLY AFTER DEP FROM FCI. SHORTLY AFTER OUR HDOF TO THE POTOMAC APCH HANDLING APCHS TO DULLES, WE REQUESTED A 'STOP & GO' LNDG AT IAD. THE CTLR INDICATED THAT FLT TRAINING WAS NOT PERMITTED, BUT WOULD PASS THAT INFO ON TO THE TWR CTLR. UPON HDOF TO TWR, THE TWR CTLR INDICATED THAT THE ARPT COMMISSION DOES NOT ALLOW PRACTICE APCHS AFTER XA00Z, AND ASKED OUR INTENTIONS. I RESPONDED THAT WE WOULD BE WILLING TO CLR THE RWY AND TAXI BACK FOR DEP. THE CTLR INDICATED THAT THIS WOULD NOT MEET THE REQUIREMENTS. I RESPONDED THAT WE WOULD INTEND TO PROCEED TO THE GA TERMINAL AFTER LNDG. THE CTLR ACKNOWLEDGED. ON A VISUAL APCH FOR RWY 1L, WE WERE FAST ON APCH. IN AN EFFORT TO LAND, THE ACFT BOUNCED. AFTER A SECOND BOUNCE, WE ELECTED TO ATTEMPT TO RECOVER THE LNDG AND PROCEEDED TO ESTABLISH A GAR, AND ANNOUNCED OUR INTENTIONS TO THE TWR. THE TWR CTLR ADVISED US TO FLY RWY HDG AND CLB TO 2500 FT. BECAUSE THIS WAS A PLEASURE FLT, WE ELECTED NOT TO ATTEMPT ANOTHER APCH AND ADVISED THE TWR THAT WE WOULD LIKE TO RETURN TO OUR ARPT OF ORIGINATION. WE WERE THEN HANDED OFF TO APCH AND ADVISED THAT DUE TO A BAD LNDG AND RESULTING GAR, WE WISHED TO RETURN TO FCI. THE CTLR ASKED IF WE HAD A FLT PLAN, AND WE CONFIRMED THAT WE HAD. WE WERE ISSUED A VECTOR HDG OF 230 DEGS. WE REQUESTED TO LEAVE THE FREQ TO CONTACT FLT SVC, AND OUR REQUEST WAS APPROVED. UPON RETURNING TO THE FREQ, WE WERE ISSUED A NEW BEACON CODE. AFTER SETTING THE NEW CODE, THE CTLR MOMENTARILY LOST RADAR CONTACT OF OUR ACFT. SHORTLY AFTER RADAR CONTACT WAS RE-ESTABLISHED, WE WERE ADVISED TO PROCEED ON COURSE. THE AFD ENTRY FOR DULLES INTL ARPT INDICATES THAT FLT TRAINING IS PROHIBITED DURING CERTAIN HRS. BECAUSE OUR FLT WAS A PLEASURE FLT AND ARRIVING AT THE DEST WAS NOT CRITICAL TO COMMERCE, PERSONAL OBLIGATIONS OR SAFETY, WE OPTED TO RETURN TO OUR ARPT OF ORIGINATION SO AS NOT TO ADD TO THE CONGESTION AND CTLR WORKLOAD IN THE WASHINGTON AREA. OUR INTENTION WAS NOT TO CONDUCT FLT TRAINING NOR VIOLATE THE PROHIBITION OF FLT TRAINING. BECAUSE NO REF IN 14 CFR OR THE AERONAUTICAL INFO MANUAL IS CITED AS TO WHAT CONSTITUTES FLT TRAINING OR WHEN A PLEASURE FLT WOULD BE CONSIDERED FLT TRAINING, I WANTED TO BE CLR THAT THE DECISION TO ABORT THE LNDG AND RETURN TO THE ARPT OF ORIGINATION WAS MADE BASED ON SAFETY OF THE OCCUPANTS, THE ACFT, THE FACILITIES, AND SURROUNDING AIRSPACE, RATHER THAN CIRCUMVENTING THE PROHIBITION OF FLT TRAINING. IN REGARDS TO WHAT COULD HAVE BEEN DONE TO PREVENT A RECURRENCE OF THIS SIT, BETTER SPD CTL ON SHORT FINAL WOULD HAVE PREVENTED BALLOONING AND THE NEED TO ABORT THE LNDG.

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.

Attributes
ACN	579856
Time
Date	200304
Day	Tue
Local Time Of Day	1801 To 2400
Place
Locale Reference	airport : iad.airport
State Reference	VA
Altitude	agl single value : 0
Environment
Flight Conditions	VMC
Light	Night
Aircraft 1
Controlling Facilities	tower : iad.tower
Operator	general aviation : personal
Make Model Name	Skyhawk 172/Cutlass 172
Flight Phase	landing : go around
Route In Use	approach : visual arrival : on vectors
Person 1
Affiliation	other
Function	flight crew : single pilot
Qualification	pilot : private pilot : instrument
Experience	flight time last 90 days : 64 flight time total : 334 flight time type : 334
ASRS Report	579856
Person 2
Affiliation	government : faa
Function	controller : approach
Events
Anomaly	non adherence : published procedure other anomaly
Independent Detector	other flight crewa
Resolutory Action	controller : issued new clearance flight crew : executed go around flight crew : regained aircraft control
Supplementary
Problem Areas	Flight Crew Human Performance
Primary Problem	Flight Crew Human Performance

Because of a curfew at iad against touch and goes or land and return for takeoff, a C172 pilot agrees to land and taxi to the GA terminal and then return for takeoff. Pilot bounces on runway twice and aborts landing, then departs the area.