Genghis the Engineer wrote:Thoughts, having spent a lot of time worrying about this issue over, oooh, about 15 years...
- Statistically, mishandling post take-off or on the go-around are around 8 times more likely to induce a low level stall.
G
As far as I'm concerned, these stats are nicely backed up by over 15 years of checking out qualified PPLs who don't fly as often as they want. Threat and Error - threat is the unnoticed engine power reduction on climb out, error is what many not so current pilots do when they have to go around.
I soon learned to include a full flap go-around as part of the upper air work section of a checkout, and not wait to scare myself in the circuit . It is very frightening what some qualified pilots will do on a full flap simulated approach when told to go around, but as long as this is happening in a check out at the sort of height stalls are practised, I've had the luxury of letting things develop more than I would 20' off the ground.
I do have a theory though, which must be in a Flyer article somewhere. I think people who don't do (m)any go arounds, on being suddenly forced into one, revert to 'touch and go' actions learned years ago in training, which usually don't work all that well as go arounds to say the least. (Probably the lack of runway supporting the aircraft whilst things are sorted out). So without actually defining long, medium or short, the ones who haven't done a go around for years, but originally learned on a long runway try to retract flap first then go to full power, which is basically what they used to do on a touch and go. The ones who learned on a medium runway add some power but not all of it and then retract half the flap, then go to full power. The ones on a short runways either are not sure what to do as they probably did as few touch and goes as they did go arounds, or, they do something that works.... full power nose horizon (simulated getting into ground effect), stablise, retract half flap, climb, retract flap.
Irv Lee - (R/T & Flight Examiner)
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