Do you practice Go arounds

E

evapilotaz

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I have not practice go arounds since my last flight with my CFI in Aug during my flight review.

I think I should practice them once in awhile. My biggest fear is if and when I have to do a real go around, I put the flaps all the way up and not in 10 degree increments. I face plant it into the ground If I'm low to the ground. :yikes:
 
It's always good to practice go arounds,never know when your going to have to do one for real.at busy training airports your chances of getting a go around are quite good.
 
Just do what I do and set up lousy approaches and you get to stay proficient by accident. :D
 
Yes....about once every two months or so, along with steep turns, slow flight, stalls, etc.
 
Yes, regularly.

Low approaches as well (the difference is how long you hang around in ground effect), if it's been a while since I last flew.
 
Absolutely. Knowing what your aircraft can do instantly is being a good aviator.
 
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I did this past weekend when I botched my first landing in gusty crosswinds :yikes:
 
No, but realized I should when working on my multi add on and the instructor tells me to go around and I pull the flaps out way to quickly!
 
A go-around? Never heard of her.
 
I think they're fun (when on purpose). Do it. Look at it this way... we like flying. We usually don't want to park it. So "I should practice a go around" is a great excuse to stay in the air a few more minutes.
 
It's not always the approach that necessitates a go-around. The traffic holding short often looks in the same place for final traffic. Not every airplane flies the same pattern. It happens to me in the Pitts because of the steep approach profile.
 
No. Haven't done one in prolly two years. It was an actual not a practice.

Bad pilot - no donut.
 
I don't. What a waste.

If you can takeoff, you should be perfectly capable of going around. There's NOTHING difficult about the maneuver.
 
I was going to avoid rationalizing my behavior but maybe there's some marginal value in trying to defend not doing a practice go around.

Every flight has risks. Training reduces those risks, but the FAA and NTSB have realized that there is risk even in the practice of emergency procedures, or common avoidance measures like the go around. You are exposed to one more take off, a pattern, an approach and another landing.

Make a mistake on the training go around, and you will still pay the price. There are other less damaging issues that can happen as well. With an RG plane, gear issues can come up, retracting flaps, noise, etc.

So, I guess I'll continue on my ways, and pay my own kind of price if I can't get the plane back in the air on a fouled runway, or bad gear extension, or conflict, etc.

All knobs in - speed to Vx - check positive rate - gear up - flaps in 10 deg steps.
 
Every time my student screws up an approach... Sometimes they slam the flap lever up, I slam it back down and make them do it the proper way.
 
evapilotaz said:
My biggest fear is if and when I have to do a real go around, I put the flaps all the way up and not in 10 degree increments. I face plant it into the ground If I'm low to the ground. :yikes:
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My very first go-around a few months ago, I approached down to about 300 and my CFI called for a go-around. I was good on the approach, I think he just wanted to see if I know how to go-around. I'm in a Cherokee 160. I go full power, and as I establish positive climb, I take out ALL the flaps AT ONCE. And we took a nice dip down. Not huge (nowhere near the ground or anything), but a noticeable loss of lift. My CFI scolded me pretty good. I can use the excuse that he never went over the procedure. :lol:
 
I'm afraid if I dont practice the go around steps and make it second nature Inwill botch it up for a real and necessary go around. Its like touch and goes I practice a lot. I don't want to forget flaps up throttle in. I want it second nature
 
evapilotaz said:
I'm afraid if I dont practice the go around steps and make it second nature Inwill botch it up for a real and necessary go around. Its like touch and goes I practice a lot. I don't want to forget flaps up throttle in. I want it second nature
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Don't do them that way, could be a nasty accident. Do throttle in first always... then carb heat and flaps 1 notch when you can.

I don't do them as a practice but I've done enough Xwind landings that I've needed to do them for real.
 
Cpt_Kirk said:
I don't. What a waste.

If you can takeoff, you should be perfectly capable of going around. There's NOTHING difficult about the maneuver.
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Depends on the plane. Properly trimmed for landing, the Mooney is almost or fully up trimmed depending on weight. On Go around, you need Popeye arms to push on the yoke while you get trim pressure reduced. While doing that, you need to get the flaps back up to takeoff position, get the cowl flaps open, and then suck up the gear after positive rate is established.

A bit more than a normal takeoff.
 
I put myself through a full proficiency exercise about every 6 months. This includes PTS maneuvers, slow flight, stalls, engine failures, simulated single engine operations including landing, and a go around or two. Takes about 1.5 hours. I normally due this solo since most of my friends don't call this fun flying.
 
evapilotaz said:
Its like touch and goes I practice a lot. I don't want to forget flaps up throttle in. I want it second nature
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The each his/her own but I won't do touch and goes. I feel that they are unnecessarily risky, develop bad habits and, besides, you haven't successfully landed the plane until you've brought it to a full stop.

I'll do stop and goes all day long on a runway of adequate length. But feel touch and goes pose an unneccesary risk that produces little or no reward.
 
Pedals2Paddles said:
:mad2:
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:D
Bill Jennings said:
Depends on the plane. Properly trimmed for landing, the Mooney is almost or fully up trimmed depending on weight. On Go around, you need Popeye arms to push on the yoke while you get trim pressure reduced. While doing that, you need to get the flaps back up to takeoff position, get the cowl flaps open, and then suck up the gear after positive rate is established.

A bit more than a normal takeoff.
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You're making it more difficult than it needs to be. Don't make it difficult.

Apply half throttle at first if you're unable to control the pitch. Throw the wheel a few turns forward and bring in the rest of the power. It should make life easier for you... Unless you have manual gear and flaps (the only type of Mooney I've flown). In that case, good luck.
 
Every chance you get:
DO cross wind landings
DO cross wind takeoffs
DO no flap landings
DO full flap landings
DO soft field takeoff
DO short field takeoff
Once in a while do a rejected takeoff - you do know how, eh?

If you flying consists of never ever doing anything but droning along flat and level and doing a mile and a half pattern to a 6K runway, reality might bite one day.
My opinion, ymmv
 
Dr. O said:
Once in a while do a rejected takeoff - you
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I've had to do 2 of these since getting my PPL. First time was literally my first time and a scary experience with only 1000' of the runway with a drop off after in front of me, a poor running engine and floating 20' above the runway. I wished I had practiced this situation with my cfi.

Then a week later the same engine problem came up and I got to do it a second time, however after the first time, I made the call a lot sooner to get back on the runway.
 
JasonM said:
I've had to do 2 of these since getting my PPL. First time was literally my first time and a scary experience with only 1000' of the runway with a drop off after in front of me, a poor running engine and floating 20' above the runway. I wished I had practiced this situation with my cfi.

Then a week later the same engine problem came up and I got to do it a second time, however after the first time, I made the call a lot sooner to get back on the runway.
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This is one thing that I intend to bring up with my CFI, he always asks what would i do if i had to abort to get me thinking about, but never have actually done anything beyond that. I suspect this likely falls into the "spin training" category. Too much of a liability to practice is what I figured likely will be the response.
 
aanderson81 said:
This is one thing that I intend to bring up with my CFI, he always asks what would i do if i had to abort to get me thinking about, but never have actually done anything beyond that. I suspect this likely falls into the "spin training" category. Too much of a liability to practice is what I figured likely will be the response.
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I'm not sure about others training but in mine, there was not much emphasis on really what to look for and when to take action on an aborted takeoff.

Knowing what to look for and taking action quickly will make it a much less stressful situation. On top of the stuff going on during my first one, I had a crosswind of around 12-15 knots and it was a handful setting the airplane down with the power pulled all the way out.
 
timwinters said:
The each his/her own but I won't do touch and goes. I feel that they are unnecessarily risky, develop bad habits and, besides, you haven't successfully landed the plane until you've brought it to a full stop.

I'll do stop and goes all day long on a runway of adequate length. But feel touch and goes pose an unneccesary risk that produces little or no reward.
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Tim, I can appreciate your sincere concern for safety, and I agree that landing practice should normally be to full stops to practice the slow deliberate lowering of the nosewheel and braking while staying on centerline.
However, if you can consider a quick touchdown and immediate liftoff as a go-around, I would appeal to your concern for safety to add this practice.
It can happen: a botched landing, a flock of deer, use your imagination.

I mean full throttle as the mains touch with the nose still high and full flaps.
That is when the airplane needs maximum pilot control input and should be practiced by every certificate holder who carries pax.

I think a go-around at the last critical moment is more likely than an engine failure .
 
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evapilotaz said:
I have not practice go arounds since my last flight with my CFI in Aug during my flight review.

I think I should practice them once in awhile. My biggest fear is if and when I have to do a real go around, I put the flaps all the way up and not in 10 degree increments. I face plant it into the ground If I'm low to the ground. :yikes:
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Practice then ...

Cpt_Kirk said:
I don't. What a waste.

If you can takeoff, you should be perfectly capable of going around. There's NOTHING difficult about the maneuver.
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Doing a go-around while still airborne isn't too difficult. Practice them at touch down. My CFI years ago used to always pick the landing that the mains touched perfectly then command for a go-around. His reason? He explained when you REALLY need it, things may have been perfect upto that point. I do power off 180's and at least one simulated go around about every two months. Other practice is steep turns and a couple of stalls.
 
When I don't set up an approach up properly or if I don't have a stabilized approach, I'll go around. That is pretty much my practice.
 
evapilotaz said:
Well you have to make a decision on to go around or not on every landing. Might as well be proficient in the steps for a go around.
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Knobs in - Vx - (+) ROC - gear up - flaps up in step.

Got it.
 
'Don't actually practice them, as they seem to happen enough in real life. A busy class D airport is my home, and with a pattern full of aircraft they'll often stack them a bit too tight, or have someone doddle on the runway. The Rotax in a light aircraft spools up to full power almost instantly, and provides plenty of go regardless of flap position.
 
Never really thought about practicing go around. Does seem the opportunity happens enough.

First time in the bo was when I was still trying to land like other bo drivers (fast) but on a short (less than 3000') runway. Decided to go around and the mains just touched as I started climbing. Power lines look very ominous in that configuration...

Second time was seeing the mower (I'm on a grass field) pop into view just as I was coming over the trees...


Interesting idea for training..
 
danhagan said:
Doing a go-around while still airborne isn't too difficult. Practice them at touch down. My CFI years ago used to always pick the landing that the mains touched perfectly then command for a go-around. His reason? He explained when you REALLY need it, things may have been perfect upto that point. I do power off 180's and at least one simulated go around about every two months. Other practice is steep turns and a couple of stalls.
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I do all of my air work to commercial standards. Power off 180's are frequent to my flights as well. I'll give the 'go around once the wheels are down' a try.

I haven't done an aborted takeoff in awhile. The last one I did was real. Might need to get one done here shortly. The book says to allow 2,900' at MTOW. We'll just have to see.
 
My CFI has been making me practice "touch and go-arounds" recently. Essentially a full flap landing with an immediate go-around.

Paid dividends the other day when on short final, tower tells me to go around as the plane landing in front of me was taking his sweet *** time getting off the runway. Definitely nice to know what is required down pressure on the yoke when applying full power with full flaps on short final!
 
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