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MEMORY AID -
"Power-UP - Pitch-UP - Clean-UP"
GO-AROUND
Power Up - full throttle
Pitch Up - VX
Clean Up - Carb heat, Flaps 20°
(retract as able)
Talk Up -
500' check - (recall)
1000' check - (recall)
* consider side stepping runway, if needed
ACS - Takeoffs & Go Around
VY (+10/-5) VX
(+10/-5)
Power - "Power-UP"
Power is the pilot’s first concern. The instant
a pilot decides to go around, full or maximum allowable
takeoff power must be applied smoothly and without hesitation
and held until flying speed and controllability are
restored. Applying only partial power in a go-around
is never appropriate. The pilot must be aware of the
degree of inertia that must be overcome before an airplane
that is settling towards the ground can regain sufficient
airspeed to become fully controllable and capable of
climbing or turning safely. The application of power
is smooth, as well as positive. Abrupt movements of
the throttle in some airplanes causes the engine to
falter. Carburetor heat is turned off to obtain maximum
power.
Attitude - "Pitch-UP"
Attitude is always critical when close to the ground,
and when power is added, a deliberate effort on the
part of the pilot is required to keep the nose from
pitching up prematurely. The airplane executing a go-around
must be maintained in an attitude that permits a buildup
of airspeed well beyond the stall point before any effort
is made to gain altitude or to execute a turn. Raising
the nose too early could result in a stall from which
the airplane could not be recovered if the go-around
is performed at a low altitude.
A concern for quickly regaining altitude during a go-around
produces a natural tendency to pull the nose up. A pilot
executing a go-around must accept the fact that an airplane
cannot climb until it can fly, and it cannot fly below
stall speed. In some circumstances, it is desirable
to lower the nose briefly to gain airspeed. As soon
as the appropriate climb airspeed and pitch attitude
are attained, “rough trim” the airplane to
relieve any adverse control pressures. More precise
trim adjustments can be made when flight conditions
have stabilized.
Configuration - "Clean-UP"
After establishing the proper climb attitude and power
settings, be concerned first with flaps and secondly
with the landing gear (if retractable). When the decision
is made to perform a go-around, takeoff power is applied
immediately and the pitch attitude changed so as to
slow or stop the descent.
After the descent has been stopped, the landing flaps
are partially retracted or placed in the takeoff position
as recommended by the manufacturer. Caution must be
used in retracting the flaps. Depending on the airplane’s
altitude and airspeed, it is wise to retract the flaps
intermittently in small increments to allow time for
the airplane to accelerate progressively as they are
being raised. A sudden and complete retraction of the
flaps could cause a loss of lift resulting in the airplane
settling into the ground.
More Detail:
When takeoff power is applied, it is usually necessary
to hold considerable pressure on the controls to maintain
straight flight and a safe climb attitude. Since the
airplane is trimmed for the approach (a low power and
low airspeed condition), application of maximum allowable
power requires considerable control pressure to maintain
a climb pitch attitude. The addition of power tends
to raise the airplane’s nose suddenly and veer
to the left. Forward elevator pressure must be anticipated
and applied to hold the nose in a safe climb attitude.
Right rudder pressure must be increased to counteract
torque and P-factor and to keep the nose straight. The
airplane must be held in the proper flight attitude
regardless of the amount of control pressure that is
required. Trim is applied to relieve adverse control
pressures and assist in maintaining a proper pitch attitude.
On airplanes that produce high control pressures when
using maximum power on go-arounds, use caution when
reaching for the flap handle. Airplane control is critical
during this high-workload phase.
During the initial part of an extremely low go-around,
it is possible for the airplane to settle onto the runway
and bounce. This situation is not particularly dangerous
provided the airplane is kept straight and a constant,
safe pitch attitude is maintained. With the application
of power, the airplane attains a safe flying speed rapidly
and the advanced power cushions any secondary touchdown.
If the pitch attitude is increased excessively in an
effort to keep the airplane from contacting the runway,
it may cause the airplane to stall. This is likely to
occur if no trim correction is made and the flaps remain
fully extended. Do not attempt to retract the landing
gear until after a rough trim is accomplished and a
positive rate of climb is established.
Ground Effect:
Ground effect is a factor in every landing and every
takeoff in fixed-wing airplanes. Ground effect can also
be an important factor in go-arounds. If the go-around
is made close to the ground, the airplane may be in
the ground effect area. Pilots are often lulled into
a sense of false security by the apparent “cushion
of air” under the wings that initially assists
in the transition from an approach descent to a climb.
This “cushion of air,” however, is imaginary.
The apparent increase in airplane performance is, in
fact, due to a reduction in induced drag in the ground
effect area. It is “borrowed” performance
that must be repaid when the airplane climbs out of
the ground effect area. The pilot must factor in ground
effect when initiating a go-around close to the ground.
An attempt to climb prematurely may result in the airplane
not being able to climb or even maintain altitude at
full power.
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