Flight Training - November 2014 - 36

While referring to the configuration flow every step of
the way, the pilot reduces power abeam the numbers
and adds the first bit of flaps. At the 45-degree point,
the pilot turns onto the base leg of the pattern. If the
conditions require it, another notch of flaps comes
in. As the airplane intercepts the extended runway
centerline, another medium-bank turn puts it on final
approach. The pilot pitches up slightly to maintain the
appropriate airspeed and tweaks the trim just a bit to
allow for hands-off flight. With a descent rate that has
the airplane angling for the touchdown zone, the pilot
feels confident of a good landing as he comes in over the
fence at 100 feet above ground level.
Then it happens. The pilot of an airplane waiting at
the hold-short line gets antsy and pulls out onto the
runway. There are only two options available. You can
land, brake hard, and hope with all your might you don't
hear the sound of crunching aluminum in the next few
seconds-or you can perform a go-around.
DEER ON THE RUNWAY! There are plenty of good
reasons to initiate a go-around, to wave off a landing, to
abort your intended course of action. If you're too high
and find yourself having to dive for the runway; if a deer
suddenly runs out onto the runway; if the airplane you
thought was going to turn off the runway ahead of you
suddenly hesitates-a go-around likely would be your
best course of action.
All pilots have been introduced to the go-around. It's
a presolo requirement for student pilots. It is included
in the practical test standards for sport, private, and
commercial pilots. At the airline transport pilot level, the
language changes a bit. They call it a rejected landing.
But the concept is the same-the pilot is transitioning
from a descent to land, to something that very nearly
approximates a takeoff and climb.
When should a pilot initiate a go-around? The answer
is simple. Any time the pilot in command is not satisfied with every aspect of the approach and imminent
landing, a go-around should be considered. While it is
not an emergency maneuver, and it should be performed
smoothly, the decision to go around should not be

delayed, because a late decision to go around can significantly increase pilot workload. If the safety of the flight
is in question, go around.
IT'S SIMPLE. The procedure for a go-around is simple. It
starts with the decision to go around. Once that decision
is made, stick with it. Low and slow on final is not the
place to become indecisive. With the decision made, the
pilot will add power-full takeoff power, in most cases.
Merely bumping the throttle up a few hundred rpm will
not be sufficient. When a go-around is required, you
have to commit to it.
The next step is to pitch up, not necessarily to a climb
attitude at first. We want to arrest the descent, and then
climb. It is perfectly acceptable to add power, level off,
and then initiate the climb. The last thing you want to do
when you're low and slow is to pitch up abruptly, substantially increasing the angle of attack. That can lead to
a stall, and is one reason we practice go-arounds.
Once you're leveled off and the airspeed comes up,
you can raise the nose smoothly to a normal climb
attitude. A positive rate of climb will result. Then you
can begin to clean up the airplane. Retract the flaps in
increments when it's appropriate, retract the gear if it's a
retractable-gear airplane, open the cowl flaps if your aircraft is so equipped. In other words, follow the checklist
(by memory).
Follow the runway heading until you are beyond
the departure end of the runway and within 300 feet
of pattern altitude. At that point you can turn onto the
crosswind leg of the pattern, then downwind, and continue on in the pattern as normal.
Some pilots argue about whether you should fly the
runway centerline, or parallel to the centerline but off to
the right side. Both options are correct, but you have to
know why you're making that choice in order to make
the right choice. Flying the centerline is fine as long as
you know no traffic is going to be taking off and climbing into your flight path. If the go-around was initiated
because a truck drove out onto the runway, or because
you simply weren't happy with your approach, tracking
the centerline makes sense. However, if the go-around

GO-AROUNDS BY THE NUMBERS
1. Add power (full takeoff power)
1: Aviate
2: Navigate
3: Communicate

2. Pitch (level, then smoothly to a climb)
3. Positive rate (clean up the airplane, flaps and gear as appropriate)
4. Open cowl flaps (if aircraft is equipped)
5. Radio call

36 /

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Flight Training - November 2014

Table of Contents for the Digital Edition of Flight Training - November 2014