Go Around in a Retractable Undercarriage A/C
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Go Around in a Retractable Undercarriage A/C
Just been thinking about the go-around for my recent retract undercarriage endorsement........
I was told to immediately:
Mixture Rich
Pitch - Fully Fine
Full Throttle
Gear Up
3rd stage flap up
once at sufficient speed, start climbing and retract 2nd and first stage flaps.
Talked to a mate about it and he was taught to do it the same way but retract flaps first then gear.
What method do other people out there use.......is there much signifigance in retracting gear before flap or flap before gear does it not really matter.
The only think I can think of is that retracting flap before gear could be wise if the go-around is made at a really low altitude so that if by fluke chance the engine failed as the go-around was initiated then gear would still be down.
Your thoughts and comments are appreciated.
Mr G.
I was told to immediately:
Mixture Rich
Pitch - Fully Fine
Full Throttle
Gear Up
3rd stage flap up
once at sufficient speed, start climbing and retract 2nd and first stage flaps.
Talked to a mate about it and he was taught to do it the same way but retract flaps first then gear.
What method do other people out there use.......is there much signifigance in retracting gear before flap or flap before gear does it not really matter.
The only think I can think of is that retracting flap before gear could be wise if the go-around is made at a really low altitude so that if by fluke chance the engine failed as the go-around was initiated then gear would still be down.
Your thoughts and comments are appreciated.
Mr G.
Rtm
Nothing beats reading the POH (Pilot Operating Handbook).
This documentation varies for all aircraft. What might be right in some, may not be right in others.
When you crash on a go-around and the insurance and CASA man say to you, "under whose authority did you use that procedure" and you reply "coz that's what I was taught" or "that's the way my mate does it"... consider yourself potentially uninsured AND at fault!
RTFM - Read the flight manual.
That is all.
This documentation varies for all aircraft. What might be right in some, may not be right in others.
When you crash on a go-around and the insurance and CASA man say to you, "under whose authority did you use that procedure" and you reply "coz that's what I was taught" or "that's the way my mate does it"... consider yourself potentially uninsured AND at fault!
RTFM - Read the flight manual.
That is all.
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Hi Squawk,
Yeah i should of mentioned that in my post as well that the POH is the bible to the procedures for the realevant aircraft, just thought if there was a preferred method amongst pilots then I would like to hear about it and there reasons why.
Yeah i should of mentioned that in my post as well that the POH is the bible to the procedures for the realevant aircraft, just thought if there was a preferred method amongst pilots then I would like to hear about it and there reasons why.
You might wish to quote the aircraft type in your post....
Mr G
The prime objective is to reduce drag as quickly as possible in order to maximise climb rate. Remember the rate of climb is detirmined by the amount of excess thrust available over and above the thrust required to over come drag.
If the amount of flap set creates more drag than the gear then flap is reduced first, if the gear creates more drag then the gear is retracted first.
The sequence can vary even for same the aircraft. In the aircraft that I fly if you have full flap extended you reduce flap to the first stage first then retract the gear, with just the first stage of flap extended you retract gear first.
As someone else said read the AFM.
The prime objective is to reduce drag as quickly as possible in order to maximise climb rate. Remember the rate of climb is detirmined by the amount of excess thrust available over and above the thrust required to over come drag.
If the amount of flap set creates more drag than the gear then flap is reduced first, if the gear creates more drag then the gear is retracted first.
The sequence can vary even for same the aircraft. In the aircraft that I fly if you have full flap extended you reduce flap to the first stage first then retract the gear, with just the first stage of flap extended you retract gear first.
As someone else said read the AFM.
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27/09,
The rate of climb is determined by the amount of excess power available.......that is, the difference between power required and power available.
The angle of climb is what you mentioned, the difference between thrust required and thrust available.
MK
The rate of climb is determined by the amount of excess power available.......that is, the difference between power required and power available.
The angle of climb is what you mentioned, the difference between thrust required and thrust available.
MK
the M20j i fly, the procedure is;
full throttle, pitch should be fine already, mixture should be already rich, flaps to take off, gear up, retract rest of flaps as you accelerate...
full throttle, pitch should be fine already, mixture should be already rich, flaps to take off, gear up, retract rest of flaps as you accelerate...
If you are set up in approach configuration mixture should already be full rich.
I'm confused about the rest because there isn't a "go around" procedure in the Piper Arrow manual at least the one I just checked.
The usual mantra is:
pitch up
power up
flaps up
gear up
Exactly how much flap you take "Up" depends on the aircraft. The Cessna 150 and 172 procedure I was taught is to retract flaps to 20 immediately. I don't recall seeing it in a manual but I can assure you from personal (thankfully non fatal) expereince that a C150 will not climb with 40 degreees of flap.
Can anyone advise on the Piper flap position? I would have thought removing the last notch is a good idea.
Leave the gear down just in case your positive rate of climb doesn't develop in time to avoid ground contact.
I'm confused about the rest because there isn't a "go around" procedure in the Piper Arrow manual at least the one I just checked.
The usual mantra is:
pitch up
power up
flaps up
gear up
Exactly how much flap you take "Up" depends on the aircraft. The Cessna 150 and 172 procedure I was taught is to retract flaps to 20 immediately. I don't recall seeing it in a manual but I can assure you from personal (thankfully non fatal) expereince that a C150 will not climb with 40 degreees of flap.
Can anyone advise on the Piper flap position? I would have thought removing the last notch is a good idea.
Leave the gear down just in case your positive rate of climb doesn't develop in time to avoid ground contact.
