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06-17-2013, 03:27 PM
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Join Date: Jul 2009
Location: Niceville, Florida
Posts: 434
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Just about every flight
As an old Air Force guy, the need for touch and goes was beat out of me long ago. If I have gas, the first pattern is generally always a low-approach...great practice and a chance to assess the runway environment prior to the full-stop--especially valuable if I'm at an unfamilar field. Saves much wear and tear on the airplane as well. I'll concede that multiple patterns to a low approach isn't quite the same as practicing full-stop landings, but it's just about the 95% solution. It is a 100% solution for staying proficient at going around, however!
For an unexpected go around, the most important thing is to to not get rushed. RV's have plenty if power to stop the descent rate and accelerate even with full flaps deployed. Another handling quirk is extreme yaw if you jam the throttle quickly at low speed (say just prior to touchdown or as the airplane is settling). A nice "three count" from idle to full power and right rudder is a smooth technique for reestablishing "flight mode."
Fly safe,
Vac
__________________
Mike Vaccaro
RV-4 2112
Niceville, Florida
Last edited by Vac : 06-17-2013 at 03:31 PM.
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06-18-2013, 10:18 PM
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Join Date: Apr 2011
Location: KHXF
Posts: 143
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Go-Arounds
Fly every approach to a go-around unless landing parameters are met.
In 17000 hours I have not made any bad landings but have many judicious go-arounds.
Here is the gouge I teach:
1) GO AROUND POWER (not all airplanes use full power)
2) STOP THE SINK (adjust pitch attitude to arrest your descent; if you briefly contact the runway so be it - it will be the shortest touch and go of your career)
3) FLAPS (retract flaps from full down to climb setting if your airplane needs that to climb OTHERWISE DON'T CHANGE CONFIGURATION)
4) Set Vx attitude until clear of obstacles or 150' AGL WHICHEVER IS HIGHER
5) Set Vy attitude and as airspeed begins to increase from Vx milk up the flaps - you should NOT feel flap retraction in the seat of your pants. Slow is pro.
You are now back to normal.
Time permitting announce your go-around on the radio as soon as your are able.
__________________
John Palese
1) AAL Captain & Check Airman (ret)
2) USAF LtCol & Command Pilot (ret)
Active:
1) ATP / CFII ASME
2) Adjunct Professor-Aviation Science
3) MKE FSDO FAAST Lead Rep & Remedial Trainer.
RV-12 Transition Training, Rental & Instruction.
RV-6/6A, RV-7/7A, RV-9/9A transition training
RV-7 Transition Training LODA.
Drone Detection & Counter-measures
---..
...--
DE WB9JPH
<IXOYE><
www.facebook.com/rv12wi
www.facebook.com/rv7wi
http://www.terravigilis.com
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06-18-2013, 11:16 PM
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Join Date: May 2005
Location: Santa Barbara, CA
Posts: 1,324
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Quote:
Originally Posted by JPalese
You are now back to normal.
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John is very correct, I would add one thing relating to "back to normal." Accomplished with the right attitude (mental) you should be back to "normal" hovever, I have witnessed several ugly outcomes on the landing following the go-around including two gear up arrivals. These were all due to the pilot being a bit rattled by the go around and failing to start over on procedures and checklists. A go around should be a non-event, but do remember get your act together before trying again.
John Clark ATP, CFI
FAAST Team Representative
EAA Flight Advisor
RV8 N18U "Sunshine"
KSBA
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06-19-2013, 12:08 AM
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Join Date: Jan 2008
Location: KTCY
Posts: 643
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Quote:
Originally Posted by jjconstant
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.
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That is a good exercise especially when you throw in a cross wind ... but it never seems to be as much fun as doing it with FULL POWER 
__________________
Dave & Trina
RV-9A Flying  - 330 Hrs. Painted  Finishing the interior.
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06-19-2013, 02:22 PM
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Join Date: Feb 2010
Location: Bryan/College Station, TX
Posts: 25
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Landing should be the last option.
I had an instructor that would ask the question; "What should you expect after a good stabilized (energy managed) approach?" The student would invariably respond with "a good landing." This is because he taught that a good landing is usually preceded by a stabilized approach. He would then jump all over you because the real lesson is that the landing should be your LAST option. You should only land if you can't find a good reason not to. It's a lesson well taught and valuable, you should EXPECT to go around. It should always be in the front of your mind, and the landing should be performed when you have found no good reason to execute the go around. We get too focused on performing a maneuver, and refuse to quickly go with options. ALL approaches should begin with an Either/Or mentality, so the go around isn't a surprise or last minute change. It should have been part of the approach all along. How many people have/have witnessed someone do a really stupid move in a car to make a turn or exit, when they could just go to the next turn or exit safely? We have a tendency to finish what we start, even if its not the right thing. Including the go around as part of the plan, and an expected outcome, makes it an easier decision.
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06-19-2013, 02:57 PM
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Join Date: Feb 2011
Location: USA
Posts: 3,179
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Its interesting that in Instrument Flight, the missed approach is pre-planned as part of the arrival but in Visual flight, the go-around is not typically pre-planned by most pilots.
I had not thought about this discrepancy before.
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06-19-2013, 06:39 PM
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Join Date: Apr 2011
Location: KHXF
Posts: 143
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Practice Go-Around Procedures!!!
Quote:
Originally Posted by John Clark
John is very correct, I would add one thing relating to "back to normal." Accomplished with the right attitude (mental) you should be back to "normal" hovever, I have witnessed several ugly outcomes on the landing following the go-around including two gear up arrivals. These were all due to the pilot being a bit rattled by the go around and failing to start over on procedures and checklists. A go around should be a non-event, but do remember get your act together before trying again.
John Clark ATP, CFI
FAAST Team Representative
EAA Flight Advisor
RV8 N18U "Sunshine"
KSBA
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John you are right on target.
The key to being able to resume normal operations after a go-around, whether planned or unplanned, is to practice go-arounds until they are second nature and as normal to you as brushing your teeth. Go-Arounds will then seem normal and it will be much easier to remain in the "groove of normalcy."
In my other life I am a police firearms instructor and there is a phenomenon we discuss called muscle memory. Some actions need to be practiced frequently enough so that they can be done without rational thought processes because we humans loose our ability to think that way when under stress. That is why pilots have checklists, procedures, and MELs; they keep us focused and on track when we are under stress because we loose the ability to do that to ourselves.
As a side note, it takes a minimum of 5000 repetitions to develop muscle memory and then constant reinforcement to keep that memory from getting "flabby". (Remember you mom, piano teacher or whomever telling you practice makes perfect?)
That is why it is so critical to follow your procedures and always use your checklist and adhere to your MEL.
If you don't feel comfortable practicing go-arounds get with a mentor pilot or instructor that does and learn them so they are second nature; then practice them, armchair fly, and hangar talk it with your airport buddies.
Keep The Shiny Side Up!
__________________
John Palese
1) AAL Captain & Check Airman (ret)
2) USAF LtCol & Command Pilot (ret)
Active:
1) ATP / CFII ASME
2) Adjunct Professor-Aviation Science
3) MKE FSDO FAAST Lead Rep & Remedial Trainer.
RV-12 Transition Training, Rental & Instruction.
RV-6/6A, RV-7/7A, RV-9/9A transition training
RV-7 Transition Training LODA.
Drone Detection & Counter-measures
---..
...--
DE WB9JPH
<IXOYE><
www.facebook.com/rv12wi
www.facebook.com/rv7wi
http://www.terravigilis.com
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06-20-2013, 06:17 AM
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Join Date: May 2012
Location: Bealeton Virginia
Posts: 557
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The new normal!
In recent years I have changed my thinking. On a landing or instrument approach I mentally plan for the go-around or missed....the landing is the alternative to each.
Also....when instructing I call the go-around pretty low....it adds a bit more challenge than the 100' high transition to the go-around.....usually I call it in the round out prior to flare. Do that a number of times when the power curve is lower and it will build your skills and confidence......never be afraid to take a flight instructor up for some pointers......EVEN THOUGH YOUR FR ISN'T DUE!!! 
__________________
Bob "Skyking" Corriveau
"PRINCE TRAPPED IN A PILOT'S BODY"
Yes I paid my =VAF= membership dues!
RV-8 QB Reserved N212KB
ATP
CFI/CFII/MEI
Build Site: http://www.mykitlog.com/skykingbob/
"Nothing worthwhile has ever been accomplished without inspiration, determination, and perspiration!"
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