Description

Go Around

From the FAA's Airplane Flying Handbook:
The proper execution of a go-around maneuver includes three cardinal principles:
1. Power
2. Attitude
3. Configuration

Power - Power is the pilot’s first concern. The instant a pilot decides to go around, full or maximum allowable takeoff power should be applied smoothly, without hesitation, and held until flying speed and controllability are restored. An airplane that is settling toward the ground has inertia that needs to be overcome, and sufficient power is needed to stop the descent. The application of power is smooth, as well as positive. Abrupt movements of the throttle in some airplanes cause the engine to falter. Carburetor heat is turned off to obtain maximum power, as applicable.
Attitude - A pilot executing a go-around needs to accept the fact that an airplane cannot fly below stall speed, and it cannot climb below minimum power required speed. The pilot should resist any impulse to pitch-up for a climb if airspeed is insufficient. In some circumstances, it may be desirable to lower the nose briefly to gain airspeed and not be on the backside of the power curve.
Configuration - After establishing the proper climb attitude and power settings, the pilot's next concern is flap retraction. After the descent has been stopped, the landing flaps are partially retracted or placed in the takeoff position as recommended by the manufacturer. 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.

Click here for the pages from the FAA's Airplane Flying Handbook

This YouTube video discusses a fatal accident that killed 3 people during a go-around.




You cannot stretch a glide. When you pitch up and slow the airplane below best glide speed for that weight, you will get an initial, transient, decrease in descent angle. However, once the airspeed bleeds off, the induced drag will increase rapidly and cause a greater descent angle.


From the Private Pilot ACS 05-03-2024

Knowledge - The applicant demonstrates understanding of:
PA.IV.N.K1 A stabilized approach, to include energy management concepts.
PA.IV.N.K2 Effects of atmospheric conditions, including wind and density altitude on a go-around or rejected landing.
PA.IV.N.K3 Wind correction techniques on takeoff/departure and approach/landing.

Risk Management - The applicant demonstrates the ability to identify, assess and mitigate risks, encompassing:
PA.IV.N.R1 Delayed recognition of the need for a go-around/rejected landing.
PA.IV.N.R2 Delayed performance of a go-around at low altitude.
PA.IV.N.R3 Improper application of power.
PA.IV.N.R4 Improper airplane configuration.
PA.IV.N.R5 Collision hazards, to include aircraft, terrain, obstacles, wires, vehicles, vessels, persons, and wildlife.
PA.IV.N.R6 Low altitude maneuvering including stall, spin, or CFIT.
PA.IV.N.R7 Distractions, loss of situational awareness, or improper task management.

Skills The applicant demonstrates the ability to:
PA.IV.N.S1 Complete the appropriate checklist.
PA.IV.N.S2 Make radio calls as appropriate.
PA.IV.N.S3 Make a timely decision to discontinue the approach to landing.
PA.IV. -N.S4 Apply takeoff power immediately and transition to climb pitch attitude for VX or VY as appropriate +10/-5 knots.
PA.IV.N.S5 Configure the airplane after a positive rate of climb has been verified or in accordance with airplane manufacturer’s instructions.
PA.IV.N.S6 Maneuver to the side of the runway/landing area when necessary to clear and avoid conflicting traffic.
PA.IV.N.S7 Maintain VY +10/-5 knots to a safe maneuvering altitude.
PA.IV.N.S8 Maintain directional control and proper wind-drift correction throughout the climb.




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