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planned so that no drastic power reductions are
required after they are cleared. The power should be
smoothly reduced to idle in the roundout prior to
touchdown. Pilots should keep in mind that the propeller
blast blows over the wings, providing some lift
in addition to thrust. Significantly reducing power just
after obstacle clearance usually results in a sudden,
high sink rate that may lead to a hard landing.
After the short-field touchdown, maximum stopping
effort is achieved by retracting the wing flaps, adding
back pressure to the elevator/stabilator, and applying
heavy braking. However, if the runway length permits,
the wing flaps should be left in the extended position
until the airplane has been stopped clear of the runway.
There is always a significant risk of retracting the landing
gear instead of the wing flaps when flap retraction
is attempted on the landing rollout.
Landing conditions that involve either a short-field,
high-winds or strong crosswinds are just about the only
situations where flap retraction on the landing rollout
should be considered. When there is an operational
need to retract the flaps just after touchdown, it must
be done deliberately, with the flap handle positively
identified before it is moved.
GO-AROUND
When the decision to go around is made, the throttles
should be advanced to takeoff power. With adequate
airspeed, the airplane should be placed in a climb pitch
attitude. These actions, which are accomplished
simultaneously, will arrest the sink rate and place the
airplane in the proper attitude for transition to a
climb. The initial target airspeed will be VY, or VX if
obstructions are present. With sufficient airspeed, the
flaps should be retracted from full to an intermediate
position and the landing gear retracted when there is
a positive rate of climb and no chance of runway
contact. The remaining flaps should then be
retracted. [Figure 12-10]
Figure 12-10. Go-around procedure.
Retract Remaining
Flaps
Positive Rate
of Climb, Retract
Gear, Climb
at VY
500'
Cruise Climb
Timely Decision to
Make Go-Around Apply Max Power
Adjust Pitch Attitude
to Arrest Sink Rate
Flaps to
Intermediate
Ch 12.qxd 5/7/04 9:54 AM Page 12-17
12-18
If the go-around was initiated due to conflicting traffic
on the ground or aloft, the pilot should maneuver to the
side, so as to keep the conflicting traffic in sight. This
may involve a shallow bank turn to offset and then parallel
the runway/landing area.
If the airplane was in trim for the landing approach
when the go-around was commenced, it will soon require
a great deal of forward elevator/stabilator pressure as the
airplane accelerates away in a climb. The pilot should
apply appropriate forward pressure to maintain the
desired pitch attitude. Trim should be commenced immediately.
The “balked landing” checklist should be
reviewed as work load permits.
Flaps should be retracted before the landing gear for
two reasons. First, on most airplanes, full flaps produce
more drag than the extended landing gear. Secondly,
the airplane will tend to settle somewhat with flap
retraction, and the landing gear should be down in the
event of an inadvertent, momentary touchdown.
Many multiengine airplanes have a landing gear retraction
speed significantly less than the extension speed.
Care should be exercised during the go-around not to
exceed the retraction speed. If the pilot desires to
return for a landing, it is essential to re-accomplish the
entire “before landing” checklist. An interruption to a
pilot’s habit patterns, such as a go-around, is a classic
scenario for a subsequent gear up landing.
The preceding discussion of go-arounds assumes that
the maneuver was initiated from normal approach
speeds or faster. If the go-around was initiated from a
low airspeed, the initial pitch up to a climb attitude must
be tempered with the necessity of maintaining adequate
flying speed throughout the maneuver. Examples of
where this applies include go-arounds initiated from the
landing roundout or recovery from a bad bounce as well
as a go-around initiated due to an inadvertent approach
to a stall. The first priority is always to maintain control
and obtain adequate flying speed. A few moments of
level or near level flight may be required as the airplane
accelerates up to climb speed.
REJECTED TAKEOFF
Atakeoff can be rejected for the same reasons a takeoff
in a single-engine airplane would be rejected. Once the
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