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  #1  
Old 06-16-2013, 10:31 AM
humptybump humptybump is offline
 
Join Date: Feb 2011
Location: USA
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Default The Go-Around

When was the last time you "practiced" a go-around?

For me, it was a very long time ago, during a biennial. I was on final and about 50' AGL when the instructor yelled "DOG!"

I executed the go-around and once I was in the climb and the flaps were on the way up, the instructor asked if I saw the dog. I paused and said "no". She said there was no dog. It was a test.

I ask this because two of my last four arrivals to my 1900' strip included the to-around. One of those was precipitated by squirly winds but the other was "less than perfect energy management". I'm glad the RV-8 is so responsive to "energy adjustments".

There have been many threads on landing procedures, "how short is a short runway", etc. sooner of later someone will deal out the "go-around" card.

Trust me, it's a nice card to have in you deck of tricks.
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  #2  
Old 06-16-2013, 10:37 AM
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Toobuilder Toobuilder is offline
 
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I think all pilots have certain hang ups they need to overcome, myself included, but I've never been shy about a go around. I am spring loaded to perform one and do so whenever the situation warrants. I've never been able to understand the seemingly overwhelming, desparate NEED to force an obviously bad situation. It's like once they roll out on final, the ONLY option is to land.
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  #3  
Old 06-16-2013, 11:15 AM
the_other_dougreeves the_other_dougreeves is offline
 
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+1 Unless you're flying a glider or have an emergency, there's always time for a go-around. I've gone around at low altitude in real life because of a dog (at ADS, no less), a deer, a 172 that pulled in front of me on short final, bounce/PIO sutations (gusts, rough runway) and nasty wind gusts/shifts.

Sport Pilots / LSA flyers are typically taught very early to do go-arounds. The combination of low wing loading, light weight and light-weight construction make it easy to bounce or PIO and break the gear (or worse) - they're not built like a DA20/DA40 where you can stall it 3' up time and again and have no damage.

I probably practiced one every 5-6 flights back when I owned, a little more frequent now that i rent.

The advantage of all of the 912S powered LSA is that they perform admirably in the go-around (12 lb/hp and light wing loading at typical flight weights). You can bounce it due to a gust, advance the throttle, hold the nose level, and the airplane is climbing as quickly as you think about it. Pretty much a non-event in all the LSA I've flown, even in the CT at 4000'DA and MGTW.

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  #4  
Old 06-16-2013, 11:23 AM
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jjconstant jjconstant is offline
 
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Default The in-between option

I've not seen it discussed much, but I make a lot of use of the in-between option between landing and going around...when there's lots of runway (my usual situation) and a less than perfectly executed flair, I'm happy to admit I'm not perfect, add a bit of power until things are settled correctly and then continue with my landing. I know there are pilots who would consider this blasphemy and who think all landings must be power off from the turn to base and if it doesn't work out well you have to do a complete go-around. I think that's great for practicing emergency landings, but I've always found a bit of power helps smooth things and one thing I like to practice is smooth landings for passengers. I'm not good enough to practice power off approaches until they're smooth solo, and then make the adjustments for extra weight when I have passengers. Apparently I've just identified something I need to practice more, with a willing passenger.

One other thing I love to practice is functionally a go-around, but with a completely different frame of mind: fly the length of the runway at minimum speed as close as you can with out touching the wheels to the runway.

Ultimately I agree that the decision to go-around is more about state of mind and preparedness than actual ability to do what should be extremely simple. It's about a willingness to declare things too ugly to proceed.

Sometimes I wonder if some of the mishaps that could have been saved by a go around might stem from a combination of fatigue from a long and turbulent flight, having to wrestle the plane down final, fighting gusts and just wanting it to be done and not wanting to have to do it again...
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  #5  
Old 06-16-2013, 01:25 PM
humptybump humptybump is offline
 
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Jeremy - good point on the option to manage power to "settle" the less than perfect aproach. I rarely get to play that card given most of arrival runways I use are 2100' or less. But, longer runways do add some options. Take a look a KPSM some time. Now there are some options :-)
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  #6  
Old 06-16-2013, 01:45 PM
YellowJacket RV9 YellowJacket RV9 is offline
 
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I find that unless I practice them often, which I try to do, I have to make a real habit of reminding myself of that option on every approach, lest I get tunnel vision. Now part of my approach checklist is to remind myself of the go-around plan.

I also think that it's important to practice to get a feel for what does and does not require a go-around. I had an instrument instructor, who also flew hurricane hunters, that taught me how aggressively I could really slip the plane to get down from MDA to the runway threshold quickly. I am less afraid of that 'too high on final' feeling now.

Probably most importantly, if I find myself wanting to bank excessively to get lined up, I go around. I don't want to be a stall-spin statistic.
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  #7  
Old 06-16-2013, 02:02 PM
ArlingtonRV ArlingtonRV is offline
 
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Location: Marysville, WA
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I take a slightly different approach (pun intended). When I pull the power off on down wind I plan to go around unless I get solid evidence that a landing is warranted. That way, the decision is already made.

This works particularly well in gusty/windy conditions. I pre-plan a go-around unless I am convinced I can maintain runway alignment, etc.

I often exercise this option early in the approach. Most of my operations are at non-towered airports where people seem to want to fly down wind to the next zip code before turning base. Rather than continuing the trend I turn base at my usual point and if that would cause me to cut someone off I will get on the radio and state "yellow RV remaining at pattern altitude and going around." I then get out of everyone's way and try again. This usually allows for getting the pattern back to normal.

Even with everything going well I plan to go around until the last possible moment and if all is well I will change my mind and land.
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  #8  
Old 06-16-2013, 07:17 PM
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Vlad Vlad is offline
 
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If there is a Go Arounders Club I would like to be a President

I go around on a regular basis. Often I fly to unfamiliar strips with interesting terrain and funny winds. Once I go-arounded six times I wouldn't say where

Good thread Glen. I remember first I came to your strip on my way to the Bahamas in Nov 2011. I did two approaches and a touch and go on third try it was very challenging for me at full gross.

Go around often guys it's fun. And safe too.
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  #9  
Old 06-17-2013, 04:37 AM
humptybump humptybump is offline
 
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I remember Vlad's first "near visit" to 53VG. It was a very thoughtful process. It further demonstrates that lots of things affect the landing process. A first visit to a short field at gross is more challenge than a repeat visit, solo, and with partial fuel.
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  #10  
Old 06-17-2013, 08:05 AM
esco esco is offline
 
Join Date: Jan 2011
Location: SoCal
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Default Great input!

Glen:

Thanks very much for starting this thread. Vlad, Steve, Jeremy, Chris, Doug, Michael; thanks very much for continuing in the positive tone Glen set. I found all the tips useful, and I'll consider/use them when and as appropriate, in large part because this was not a rant, pejorative, or long-winded.

And to that "other" Doug, thanks again for starting VAF, and insisting on polite discourse.
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