WARNING:
All procedures are GENERALIZED.
Always fly per Pilot Operating Handbook procedures,
observing any relevant Standard Operating Procedures (SOPs)
Dangers:
- During a rejected landing/go-around, you're low, slow, and configured for landing (high drag)
- As you add power you're going to start accelerating
- This takes some time as you've got a lot of drag to fight with a rate of descent to arrest and then reverse
- Additionally, as engine power increases, the nose will also increase in pitch, risking stall
- Focus on staying on centerline in case you touch down
- As you climb, you will start to feel the left turning tendencies
- With a positive rate of climb you will want to clean up the aircraft
- Remember that flaps increase lift, and raising those flaps therefore reduce it
- Follow procedures and do not cause the aircraft to stall
- Uncomfortable pilots (new airplane, new airport, new airspace) are especially vulnerable to the spike in blood pressure or stress when unexpected go-around instructions are received
Go-Arounds:
- Always give yourself a decision point whereby a go-around shall be executed, and past which you've conceded to a botched landing
- Do not fly on hopes you have the performance, your charts know the answer ahead of time
- Consider the left turning tendencies associated with adding full power
- Fly your airspeeds, resist the urge to pull away from the earth even if that means touching the runway briefly
- Avoid abrupt bank or pitch changes
- Manage flap and gear positions, do not immediately retract either, don't forget to retract them all together
Deciding When to Discontinue an Approach:
- Pilots must always be in a position to make a safe landing
- When that is determined to no longer be the case, a go-around should be executed
- Go-arounds are always "free" and a stabilized approach is unlikely to be corrected on short final
Rejected Landings and Go-Arounds Airman Certification Standards:
- To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a go-around/rejected landing with emphasis on factors that contribute to landing conditions that may require a go-around
- References: FAA-H-8083-3, FAA-H-8083-23; POH/AFM; AIM
Go-Around/Rejected Landing Knowledge:
The applicant must demonstrate an 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
Go-Around/Rejected 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
Go-Around/Rejected Landing 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 trafficPA.IV.N.S7:
Maintain VY +10/-5 knots to a safe maneuvering altitudePA.IV.N.S8:
Maintain directional control and proper wind-drift correction throughout the climb
Go-Arounds and Rejected Landings Case Studies:
- National Transportation Safety Board Identification: SEA01LA069:
- The NTSB determines the probable cause(s) of this accident to be: The pilot's failure to maintain aircraft control during the aborted takeoff. A factor was gusty crosswinds
- National Transporation Safety Board Identification: NYC01FA189:
- The NTSB determines the probable cause(s) of this accident to be: The pilot's failure to maintain aircraft control while maneuvering during a go-around
- Pilot Workshops Breakdown
Rejected Landings and Go Arounds Airman Certification Standards:
Conclusion:
- Consider practicing maneuvers on a flight simulator to introduce yourself to maneuvers or knock off rust
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