Flight Training - October 2019 - 36
PILOTS SHOULD
ADOPT THE
MINDSET THAT A
GO-AROUND/REJECTED
LANDING IS A NORMAL
MANEUVER AND AN
ALTERNATIVE TO NEARLY
ANY APPROACH AND
LANDING.
POWER
Timely decision to
make go-around.
Apply maximum
power, adjust pitch
attitude, allow airspeed to increase.
S
gra
bru
ski
lan
like
JAS
Inst
pilo
from exceeding the critical AOA. In addition, a sudden
nose-up attitude predisposes the airplane to yaw to the
left because of asymmetric propeller loading (P-factor).
If the airplane stalls and yaws, it will spin. Appropriate
right rudder pressure must be applied immediately to
counteract asymmetric propeller loading and torque
(rotational force). Pitch attitude should initially be set to
a near level to allow kinetic energy to increase from final
approach airspeed (generally 1.3 times stalling speed in
the landing configuration) to best rate of climb airspeed
(VY). Subsequently, pitch attitude should be regulated to
maintain VY and safely climb away.
CONFIGURATION
Drag (parasite and induced drag) depletes energy from
the airplane. Because the priorities are to increase
kinetic and potential energy immediately, parasite drag
from flaps and landing gear need to be eliminated. Flaps
must be raised from the full flap setting to the climb flap
setting and the landing gear needs to be retracted (if
retractable). Caution: A sudden and complete retraction
of the flaps can result in loss of lift, resulting in the airplane descending into the ground. The Airplane Flying
Handbook recommends that unless otherwise specified in the airplane's pilot's operating handbook, flaps
should be retracted partially before retracting the landing gear for two reasons: For many airplanes full flaps
result in more drag (energy depletion) than the landing
gear, and should the airplane inadvertently touch down
as the rejected landing is initiated, it is preferable to
have the landing gear down. After a positive rate of
climb is established, the landing gear can be retracted.
Subsequently, the remaining flaps can be fully retracted.
A go-around/rejected landing must be understood
as a possible maneuver of any flight, despite the fact
that it's not used for every landing. Pilots need to train
the way they fly, and regardless of their certificate level,
pilots should regularly train to correctly fly a go-around
to remain sharp for what could happen. FT
36 FLIGHT TRAINING OCTOBER 2019
STEVE KARP
Michael J. Banner, is a CFI and MEI, courtesy professor at the
University of Florida in Gainesville, and check pilot and instructor pilot with the rank of major in the Civil Air Patrol. He has
5,500 hours flight time and owns a 7GCBC Citabria.
Flight Training - October 2019
Table of Contents for the Digital Edition of Flight Training - October 2019
Contents
Flight Training - October 2019 - Intro
Flight Training - October 2019 - Cover1
Flight Training - October 2019 - Cover2
Flight Training - October 2019 - Contents
Flight Training - October 2019 - 2
Flight Training - October 2019 - 3
Flight Training - October 2019 - 4
Flight Training - October 2019 - 5
Flight Training - October 2019 - 6
Flight Training - October 2019 - 7
Flight Training - October 2019 - 8
Flight Training - October 2019 - 9
Flight Training - October 2019 - 10
Flight Training - October 2019 - 11
Flight Training - October 2019 - 12
Flight Training - October 2019 - 13
Flight Training - October 2019 - 14
Flight Training - October 2019 - 15
Flight Training - October 2019 - 16
Flight Training - October 2019 - 17
Flight Training - October 2019 - 18
Flight Training - October 2019 - 19
Flight Training - October 2019 - 20
Flight Training - October 2019 - 21
Flight Training - October 2019 - 22
Flight Training - October 2019 - 23
Flight Training - October 2019 - 24
Flight Training - October 2019 - 25
Flight Training - October 2019 - 26
Flight Training - October 2019 - 27
Flight Training - October 2019 - 28
Flight Training - October 2019 - 29
Flight Training - October 2019 - 30
Flight Training - October 2019 - 31
Flight Training - October 2019 - 32
Flight Training - October 2019 - 33
Flight Training - October 2019 - 34
Flight Training - October 2019 - 35
Flight Training - October 2019 - 36
Flight Training - October 2019 - 37
Flight Training - October 2019 - 38
Flight Training - October 2019 - 39
Flight Training - October 2019 - 40
Flight Training - October 2019 - 41
Flight Training - October 2019 - 42
Flight Training - October 2019 - 43
Flight Training - October 2019 - 44
Flight Training - October 2019 - 45
Flight Training - October 2019 - 46
Flight Training - October 2019 - 47
Flight Training - October 2019 - 48
Flight Training - October 2019 - 49
Flight Training - October 2019 - 50
Flight Training - October 2019 - 51
Flight Training - October 2019 - 52
Flight Training - October 2019 - 53
Flight Training - October 2019 - 54
Flight Training - October 2019 - 55
Flight Training - October 2019 - 56
Flight Training - October 2019 - Cover3
Flight Training - October 2019 - Cover4
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