GO AROUND! Avoid 3 Mistakes during a REJECTED Landing - Flight Training for Students N Rusty Pilots
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- čas přidán 12. 06. 2020
- The Go Around should be the default. If everything looks right and the landing is assured, go ahead and put it down, if not - GO AROUND!. Just don't make these three mistakes .... please. :-)
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Music by Michael Bizar
#1 YES !! POWER first with RIGHT RUDDER (to compensate for left turning tendancy) and FORWARD PRESSURE on yoke ( to keep nose from pitching up too excessively). Pitch for Vy climb ...then incrementally retract flaps while continuously pitching for Vy (no slower than Vx). ... and use the Lindberg reference at your discretion.
Oh...and trim to relieve pressure from yoke. Great video Jason!
Another big mistake at controlled fields--talking to ATC too soon. This is an easy way to get distracted. I tell my students no talking on a go-around below 1000' AGL. ATC knows you're going around, they're looking out their window. Aviate first!
True if they are on top of things they will say they observe you on the go around make left or right traffic.
Yep, I could not speak on my go around. The radio call will just have to wait till I get ahead of the airplane again.
Also be prepared to hold the elevator down, if you are trimmed for a low airspeed the nose will pitch up significantly
Good point, as most usually put in a fair amount of trim up during the approach.
Great point, thanks
Region of reverse command, push to go up :) Do they still teach that?
I always forget to push my carb heat in
Yes, this is more important than not climbing. In fact, unless you put a lot of force on the yoke, you will climb and if you do not push on the yoke, you may stall (until you retrim for the climb). I remember Ron Machado once saying that a female was unable to push down enough in a 182 so he suggested she use less than full power in a go around.
Definitely need to be careful with the flaps. I KNOW the procedure of flaps incrementally after the power is added, but I’ve accidentally put them all up at once many times just by not having a delicate hand. It was my intention to only put up one at once, but my muscles did not listen to my brain. That’s why it’s important to not rush the procedure.
Today most new CFI's just take the job to build up there log book hours so they can move on. My advice don't waist your money go with a veteran instructor like you. Great video.
Great Video. Thanks
Great info, as always!
Thanks very helpful
Thanks for posting, another great video!
Great video, many thanks!
Thanks Jason!
Thanks so very much. Great tips!
Very informative as usual. Thank you!
Thx for the info
Another great clip! Thanks Jason! Go TFP GO!!
Great video
Excellent!
I remember my instructor reminding me "we should climb now" after practicing an engine out close to a hill 🙄. Oh yeah and "we should turn away from the hill" 👍
Good video and I am going to practice it. Thanks...
Being a recent solostudent I just did 2 out of the three mistakes you mentioned in the video. Had crosswind 10kts from the left in combo whith turbulence and gusts so it was messy. And 10 fts from touch down my nose went left rapidly because of a gust. Didnt add enough right rudder when slamming the power and the nose went even more to rhe left .And damn how fast everything happened. But witin a second I got straight and wings level but I should have been more aggrsive with thhe rudder. Then went up to 95kts (!) before climbing. Just adrenaline. But i did not touch the flaps before good airflow.
Thanks for the video, great complement after going it through with my cfi
I’m going flying today thanks
Great video Jason it definitely makes for a safer go around
Thank you man for sharing your experienced knowledge and saving lifes. Highly useful.
Excellent. I like the fact that you show how the mistakes look like while you are flying¡
Thank you so much...this really was very informative...always using that right rudder while adding power is really great advice
Great video Jason!! As a student, I have fallen into the flap trap a couple of times myself. I also have been in too big of a hurry to tell tower that I am going around.
N°1 hint is so important. I just got my PPL (6 days ago) and these videos have helped me a lot when fine tuning my manoeuvres. Thanks a lot.
Thank you I’m going to class at Canandaigua today
Great pointers, had to do a go around recently and even though I followed those steps, I must admit it felt weird...
Which means I/we should practice more!!
Great video sir,I start training for my ppl next week after a 15 year hiatus,I'll definitely will be practicing these tips
Great video! All things I’ve been guilty of at one point or another. 😖
Before class i saw your video it help me so much thank you very much
🙌🏻
I was hoping you could spend time explaining a go-around when you are at absolute minimum airspeed in a flare ready for landing. For example, a gust blows you too far off centerline. Go arounds when you barely have enough airspeed seems to be different in my experience than earlier in the approach... and is why other comments refer to holding the elevator down.
I love that you said "efficient;y", not "quickly"... Great video as usual. So glad I became a Patreon member of your channel. Viewers, if you think the "free" CZcams videos are great, wait until you see his Patreon member content. Worth it and highly recommend it!
Great video !! Great habit to get into that my CFI taught me. Carb that and power in simultaneous. And establish climb. I like the right rudder point. Don’t naturally think of that.
Flying tomorrow so will add these to my go around checklist .
Carb Heat not that.
A major omission in this video: The number one cause of LOC during a messed up GA is NEVER PUSHING ON THE YOKE. When you add full power who cares about slight drift to the left, you need aggressive PUSH on the yoke to stop this bucking bronco effect of adding all that power. Full power pitches the nose up. Both hands forward: Power with right, push on that yoke with left. I have never had to coach a student to get them to pull the nose up to Vy during climb...The steps are; 1) Pitch and Power 2) Carb heat (not mentioned in your vid 3) flaps up slow. 4) retrim to get rid of that force you're holding. A great idea for a video as messed up Go Arounds truly are high on the fatals list, but 99% are because the pilot never pushed after power application. The nose rises fast and its over that fast. You never mentioned this.
Yep I had to do a go around and I shoved the power in and then carb heat about a second later as I did not get it in when I shoved the throttle in as quickly or on the same go as the throttle. I concentrated in pitching down and flying the airplane. Trying to be able to push both the throttle and carb heat in quickly takes some sort of hand coordination and practice. The slow carb heat more than likely slowed the initial climb / airspeed. I also immediately pushed down on the yoke to keep the plane from pitching up to much. Whew! Then I get around to taking one set of flaps up at a time. Look at the airspeed indicator and judge on how much pitch up. The airspeed indicator between 50 and 60 knotts. I still am having trouble getting my airspeed up. It was like the plane did not want to climb and a bit scary. I held the nose down, made sure my throttle was all the way in and carb off. I only have one set of flaps up. Just went straight and trying to get the speed up. I dare not take any more flaps out or turn or climb. It took a very long time. Finally my speed recovered and I could start taking out the other flaps and climb normally. I am a student pilot.
Morning Jayson, Reminds me of multi rating guy in his Baron Q tipped both after forcing it to fly On a check ride ! Take care my friend
Oh boy. bad day. Thanks! wilco
Another good and important piece for people to get educated on. Although, I respectfully disagree with Power-Flaps-Pitch order. The airplane needs to be put on a path away from the ground and/or terrain, and flying it should be priority one always. Students and low time pilots I flew with often got fixated on the steps and procedures and forget that flying path. The airplane can climb perfectly well with full power and FULL FLAPS. In another way to look at it, you're not that far from this configuration while taking off short field. Assuming you actually focus on flying it where you want to go, and exactly as you said, maintain a good pitch, bank and coordination, exactly as you've shown, you should be good.
Once established some kind of rough pitch angle similar to what would be Vy while clean, within a couple of seconds only, do reach down and change configuration to achieve best climb configuration. By that time, the correct pitch has been established, so the speed should act appropriately to the pitch and accelerate controllably and stabilize on roughly Vy eventually.
My point is people more often put themselves in danger for forgetting to fly the plane than for being late to get the flaps up a notch to two. Flaps are only secondary here.
I can assure you that a 1961 C172 with a 145HP engine, flying out of field elevation of 5,500', when the density altitude is 8,500', and with full flaps will NOT climb "perfectly well" when you go missed. It takes a good bit of time just to be sure that airspeed is good and you're not sinking. And your second paragraph contradicts your first.
In an aircraft such as the 172, the final stage of flap creates tremendous drag while contributing very little lift. Initiate the go-around and stabilize the aircraft, then get rid of the drag flap asap
@@MichaelLloyd I owned and flew a '64 C172 for 10 years, and very quickly learned the limitations. I have a hard time believing anyone would EVER use all four notches of flaps in the conditions you describe. Doing so makes a go-around a very critical operation where there is zero margin for error. Even when configured perfectly, when the D.A. is 8500 feet, those 172's are lucky if they can muster a 3-400 FPM climb (at most, if lightly loaded). So.... NO WAY is the runway short enough to require all 40 degrees of flaps, because if it is, you ain't gonna be taking off again anytime soon.
@@MichaelLloyd I flew some old cessnas and not-so-overpowered aircraft in some very high density altitudes. Nowadays I fly something with a bit more of the luxury of power. I stand by what I said: Power and pitch to the roughly ideal climb pitch. Even if it will give you 100fpm for a couple of seconds. When the pitch is steady, raise the flaps calmly. Patience. No harm will come to you and you will get your Vy climb naturally within a few seconds if you just hold your pitch. Rushing to dump the flaps while the pitch is not steady in the climb may potentially lead to fatal consequences, such as stall/spin or simply lack of attention and CFIT. Putting your nose where you need it is ALWAYS priority one, whatever equipment you fly. And that's why I stand by my order of doing things. If you want to keep to your own - go ahead...
All you guys - try it out. Practice a go around pitch change in a safe altitude and full flaps. Gently increase power to full and put the pitch where you normally get Vy if you were clean. The airplane will calmly and slowly transition to a gentle, very controlled climb. THEN take your eyes for the split second to configure. CALM your demeanor down and make this procedure relaxed and as uneventful as transitioning from a descent into a climb. Configuration can always wait. Hastiness can be fatal. Especially changing configuration that close to the runway, lowering the lift at low speed, high power. Asymmetric flap failure in the worst possible moment anyone?
Did you mention what to do about all the trim a lot people have in on the approach? With bunch of up trim in you really need to muscle the nose down when you throw in full power. I usually leave trim neutral for that reason.
I've been taught - cram (power), climb (get the climb going), clean (flaps incrementally). The 3 C's of going around - just more of that "pilot" jargon!
yep, drilled into my head during training. cram, climb, clean, cool, communicate.....
Yah. Luv the cram climb clean....as long as u don't try to climb too aggressively ( pitch too high) after adding power.
I've left the carb heat in on a go around bad bad. Need to practice all the config changes on a Cessna.
same, it's a good idea to include universal flows that include gear (even in a fixed gear) and carb heat (even in a fuel injected)
Been there, no good! Now carb heat goes off on short final 👍
@@djs9977 that is what I have been taught just in case I need full power for a go around.
Yeah, although most cases, I'd argue not that horrible, if not a really short runway with obstacles. Full throttle gives you almost full power even with carb heat on, but carb heat off only gives you maybe 50 extra RPM depending on the situation. So first push the throttle and control where you're going, then carb heat cold, speed, climb config, and climb away. Also, on a really cold day, I've found that I actually can't get immediate full power from a Cessna if I turn the carb heat off first - the engine coughs and sputters, which is something you really don't want to experience on a go around.
@@catherinekilgour2563 That's a new one on me, but it makes sense.
I have my class today i ll try go around
Good review.
If one desires to eventually transition to more sophisticated airplanes, including jets, it’s pitch, power, flaps reduced (check airspeed), positive rate, gear up, check obstacles/level off height, flaps up.
What stops the descent is pitch, not power. The pitch/power sequence is done quickly, but pitch prevents further descent and power prevents airspeed deterioration.
That nose yaw to the left, with a slight right bank instead of right rudder, is a common error (just like a takeoff). This is especially bad in a taildragger, because you don’t ever want poor rudder control allowing the longitudinal axis to not be parallel to the runway centerline during the takeoff/landing cycle.
I always mention the pilot’s possible future to enforce good habits when and if there is a time to transition. Much little airplane flying involves bad habits for larger airplanes. There is no one size fits all, but sometimes early knowledge can be transferred, making the process less demanding. It might also impress the pre-employment sim evaluator should the company have that process. Always a good thing...
@@FlatOutMatt Well, you were right. You said you were going to make a dumb comment, and you did. Isn’t the procedure you outlined the essentially same thing as what I said?
And carb heat!
Most of the go around I have done were because ATC told me. To avoid runway incursions
The instructor I flew with during my BFR and that I still fly with if I feel like learning or fine tuning a technique said rudder more than I've ever heard. The aircraft I fly doesn't have a lot of power so coordinated flight, especially in the summer, is the only way you can get to pattern altitude in a reasonable amount of time (like midway through the downwind before your there). Pitching with flaps and full power is not healthy in that aircraft. Thankfully the flaps are Johnson bar not electric so you feel them.
I was in a C172 with normal HP, at sea level recently and even with 2,000' density altitude the 185 HP C172 worked just like your video says. I saw 1,000 fpm at 80 kts on climbout. Power, flaps, pitch, happens pretty easily and quickly. I've been flying at 5,500 airport altitude and summertime density altitudes of 6,500 to 8,500, in a 145HP C172 for the last two years. It doesn't work that way here in that aircraft (I love flying it though). A newer C172 at sea level felt like a rocket :)
as i said above, why on earth would anyone deploy flaps on a 145HP early model 172 when the D.A. is above 5000' ??? I can't name one good reason... using any more than 10 degrees of flaps in that airplane in those conditions is dangerous and borderline stupid.
Man... I wish you were my instructor.. Have a good day man peace
Thanks! Let me know if you’re ever headed to CA 🙌🏻
@@TheFinerPoints wow man thanks for getting back to me... You very cool man
. Hahaha
Hey Jason, love this video. I tell my students Cram Climb Clean! For the flaps I tell them flaps 20 once youre pitched up and climbing then @60 flaps to 10 above 60 flaps up for the 172.
Excelent video!
I have one question, why you say that you have to put flaps up, before pitching up?
I usually wait to have positive rate of climb before puting flaps up.
spiraling slip stream, regarding the rudder, is not real. Aerospace engineers have tried for decades to measure it and prove it is a factor. All have come up empty. The airplane itself (wings, fuselage, stabilizer...) would also act to disrupt that spiral by the time it meets the tail anyways. Lots of good pics of airplane and boat propellers that show that spiraling slipstream is not a real factor as well. This is one of those "old wives tails" that persists in aviation from the earliest days with zero scientific evidence to back it up.
I've seen a letter from the FAA from a few decades ago (I have a copy of it saved in my files somewhere) addressed to DPEs, telling them to stop asking about spiraling slipstream in checkrides.
Also, regarding flaps. I was taught to never raise flaps too far right away, even if doing it in proper sequence. In a Cessna at full flaps, after applying full power, it's flaps 20 right away, then when stable or climbing flaps 10, then when climbing and clear of obstacles flaps 0, just like a typical takeoff. I've had too many students dump flaps on me from full to 0 flaps immediately (after first applying power) the first time I fly with them (after they were taught by someone else). Not good. The difference between full flaps and 20 in a Cessna is negligible stall speed, but lots of drag.
Duri g my 1st go around my cfi nearly took my head off because I went throttle full then reached for the flaps. lol.
I won't ever do that again.
I had to do one today. I was on final and a plane pulled out to take off, I knew I had to go around, I did full power, and baby the flaps up, but my CFII said to move over to the right. Are you supposed to stay on heading course or move over to the right to get back into traffic pattern? A little confusing.
does that mean yaw stall then spin?
I really take to heart the notion that the default should be a Go Around - only change your mind and decide to land if everything looks great. Especially excellent policy whenever I fly into a new-to-me airfield. Here in British Columbia, we have lots of uncontrolled airfields in mountainous areas. Study the circuit pattern, and surrounding obstacles. Plan for your go-around as if you're planning on breaking out of jail!
What if you've already gone around 3 or 4 times, waiting to luck in to that Everything's Perfect Now? A common saying is "You can always go around" I say No You Can't ALWAYS go around. Also, what can you learn from a go around? Also, every landing you shy away from erodes your confidence a little. I had a challenging situation once. I went around twice. I wanted to go around a third time. Then I realized, You Can't "Always Go Around." The sun goes down or you run out of gas. So I set the Cessna 140 down with a strong gusty crosswind. No damage to the plane. You people that fly at El Monte Airport (EMT) with a strong wind out of the west know what I'm talking about.
Seems to me go arounds are taught as a spastic event. The plane is in flying configuration (barring 40 degree flaps on a 172), nothing on the runway you've been staring at should be a total surprise and nothing smoothly adding power won't take care of, be it side step, land long, or go around.
Friendly trolling: At 4:50 did you tell to climb at best rate of climb - then proceed to do a 90 knots climb out yourself? If so that is quality humour right there.
A bit more serious: It would be cool to see someone like you weigh in on the 'utility' difference between extra airspeed and extra altitude. Say you accelerate at ground level to 75 knots (let us say that is your best rate of climb speed). Then say you are given a choice between accelerating further at ground level to 90 knots, or climb to 100 feet (but at 75 knots). Which options do the two scenarios give you that the other does not? [obviously, feel free to replace 75,90,100 with as realistic numbers as you can]
Just remember just because you might have done it 1000 times before correctly doesn't mean you can get complacent on the next one an error can happen to us at anytime
I can count on 1 hand the number of go arounds I've done since I got my license 13 years ago. I've done a lot of missed approaches at minimums in my instrument training, but that's at a minimum of 200' agl and no flaps.
Years ago, my instructor would have me land the Cherokee cruiser on the second "notch" of flaps, rather than full flaps. That way, we were at a high lift configuration, and at an approach speed of 70k,we were about at Vx. That way there was no need to do anything with the flaps until safely away from the ground. Was there a downside to what he taught? I don't know.
Nope. He's spot on. Truth is that if you have a long runway, there's no need for 40 degrees of flaps. What if you have to go around and your electronic flaps fail and don't retract??? Yikes! When I land in a strong X-Wind.. I don't even use flaps, or maybe just 10 degrees.
@@badgerfishinski6857 Thanks!
It’s also p-factor and torque effect that yaw upon power application, especially at low speed higher angles of attack
Not just slipstream effect
Then there’s gyroscopic precession too
Please don’t over simplify things
Equally dangerous is raising the nose prematurely or not holding it down or level depending. And don’t forget carb heat for older planes
FPVREVIEWS you're nit-picking for no good reason. Spiraling slipstream has the greatest effect in the specific scenario being described here. No one cares that you remembered the other three. "Please dont overcomplicate things" 🤣
And people dont trim their airplane when going aroumd
Other: Go Around
Me (glider pilot): greetings back as*h*le
Nice video😂👌👍
Why does the plane yaw to the left when you do go around?
Because you are going from no power at slow speed to full power. So when you have high power at slow speed the spiraling slipstream has greater affect when pushing on the left side of your rudder.
Left turning tendencies caused by spiraling slipstream, p-factor, precession, and torque.
Should go without saying, but don't focus on telling tower what you're doing... just aviate.
no mask
Alone in the plane!
Masks are signs of submission, in time of slavery the slaves would be forced to wear masks as a sign of submission.
TROLL !
@@fishhisydogs wear masks.