Hi,
Well into to test flying my RV14A and my test pilot has noticed there is a strong pitch up on Go-around which needs a lot of trim whilst dealing with the stick force.
Has anyone experienced the same.
Regards John
Well into to test flying my RV14A and my test pilot has noticed there is a strong pitch up on Go-around which needs a lot of trim whilst dealing with the stick force. Has anyone experienced the same.
This effect is quite noticeable in my Harmon Rocket, it was quite a challenge to bring flaps up, adjust trim, talk to the tower and push forward on the stick while climbing like a Rocket.
Normal on the -6 as well. I find it helps to go to 10 degrees flap first, and do a coarse trim adjustment to reduce the stick forces. Then zero the flap and do a final trim adjust. I'm working with manual flaps and trim, mind you... Electric flaps and trim would definitely benefit from a TOGA button/circuit/program.
I'm wondering why people go "balls to the wall" on go around. Smooth application of power as needed unless you are crashing into the ground. To blindly shove full power up on a go around is in 99.9% of ALL go arounds just not necessary.
Just "IMHO"
I think this is an example of the ‘first learned, best remembered’ law of primacy in learning. Put two people in a 152, full flaps, a bit under 60 kias, and it pretty much takes full throttle to go around. And that’s what is remembered.
Thanks to this thread, I am going to try a few go arounds with a slower application of power. Last go around got exciting because the power came on too fast and caused a pitch up due to P-factor.
I'm wondering why people go "balls to the wall" on go around. Smooth application of power as needed unless you are crashing into the ground. To blindly shove full power up on a go around is in 99.9% of ALL go arounds just not necessary.
Just "IMHO"
‘P-factor’ is not responsible for pitch up. P factor causes left yaw in our airplanes because the down-swinging propeller blades have a higher angle of attack than the up-swinging blade.
Pitch up has more to do with the existing up trim that was made during the approach, with throttle reduction. Thrust now causes the elevators to make the airplane pitch up unless you stop it by pushing down elevator.
Regards,
JMHO, but a "go around" is by definition an abnormal condition - trained as a borderline emergency procedure. Yes, most are routine, but if one is to "train like you fly and fly like you train", then its quite appropriate to extract all the performance of the airplane on every go around, because that's exactly what your want your lizard brain muscle memory to revert to on those rare occasions that it IS a real emergency.
If a pilot is able to differentiate between a "real" go around and a "routine" go around when the airport truck enters the runway or wind shear strikes AND that pilot is adept at the difference between trim forces of a "balls to the wall" emergency and a "gentle" go around then that pilot is better than me.
I don't think anyone is suggesting that one should use less than full power in any emergency... Applying full power by shoving the throttle forward quickly, however, can cause some engines to stumble or quit. A smooth application of the throttle over a short time (I seem to recall being taught that it should take 3-5 seconds to go from idle to firewalled) will ensure the engine can keep up.I can't say for sure if I would have done that if I had practiced 100 partial power go arounds.
...
It would seem that full power go around training would be advantageous
I don't think anyone is suggesting that one should use less than full power in any emergency... Applying full power by shoving the throttle forward quickly, however, can cause some engines to stumble or quit. A smooth application of the throttle over a short time (I seem to recall being taught that it should take 3-5 seconds to go from idle to firewalled) will ensure the engine can keep up.
I don't think anyone is suggesting that one should use less than full power...
JMHO, but a "go around" is by definition an abnormal condition - trained as a borderline emergency procedure. Yes, most are routine, but if one is to "train like you fly and fly like you train", then its quite appropriate to extract all the performance of the airplane on every go around, because that's exactly what your want your lizard brain muscle memory to revert to on those rare occasions that it IS a real emergency.
If a pilot is able to differentiate between a "real" go around and a "routine" go around when the airport truck enters the runway or wind shear strikes AND that pilot is adept at the difference between trim forces of a "balls to the wall" emergency and a "gentle" go around then that pilot is better than me.
I think that is EXACTLY what some people in this thread are advocating.
The discussion was about shoving the throttle in quickly on a go-around vs. pushing it in slower and/or not pushing it in all the way.We are talking about use of maximum power on a go around to get away from the earth as quickly as possible. How did that get linked to "yanking or jamming" a control?
I'm surprised the autopilot will fly the go-around. Of the certified autopilots I've flown, the go-around button disconnects the autopilot as well.
I'm surprised the autopilot will fly the go-around. Of the certified autopilots I've flown, the go-around button disconnects the autopilot as well.