Go Arounds - FAASTeam and SAFE

1. Go-Arounds
If it isn’t right
go around

2. We are going to discuss how we teach andWe are going to discuss how we teach and
reinforce the value of the go around. A topicreinforce the value of the go around. A topic
“so basic and so fundamental” why would“so basic and so fundamental” why would
we focus attention on this maneuver?we focus attention on this maneuver?
Go-AroundsGo-Arounds

3. BecauseBecause
We still have accidents!We still have accidents!
Types of Go-Around Accidents
All Accidents / Fatal Accidents
StallsStalls 17 (42.5%) 5 (55.6%)
Loss ofLoss of directional controldirectional control 11 (27.5%) 3 (33.3%)
DelayedDelayed go-around attemptgo-around attempt 7 (17.5%) 1 (11.1%)
AircraftAircraft ConfigurationConfiguration 2 (12.5%) 0
AOPA Air Safety Foundation 2008 Nall Report

4. BecauseBecause
We still have accidents!We still have accidents!
Aircraft involved in Go-Around Accidents
All Accidents / Fatal Accidents
Accidents / Fatal Accidents
SE FixedSE Fixed 24 (60%) 2 (22.2%)
SE ComplexSE Complex 13 (32.5%) 6 (66.7%)
MultiengineMultiengine 3 (7.5%) 1 (11.1%)
AOPA Air Safety Foundation 2008 Nall Report

5. Go-Around=Weakness?Go-Around=Weakness?
““Somewhere, somehow a sizeable percentage of theSomewhere, somehow a sizeable percentage of the
pilot population got it into their heads that goingpilot population got it into their heads that going
around was a sign of weakness and they were likely toaround was a sign of weakness and they were likely to
be criticized for it.” You may be questioned as to whybe criticized for it.” You may be questioned as to why
you didnyou didn’’t, or why you waited too long to go-around.t, or why you waited too long to go-around.
But you should never be criticized for the decision to goBut you should never be criticized for the decision to go
around.around.
“Going, going, go around “ Budd Davisson AOPA Flight Training Magazine, September 2005

6. Go-AroundsGo-Arounds
Excerpt from AOPA ASF Operations and Proficiency No. 6Excerpt from AOPA ASF Operations and Proficiency No. 6
If you have a problem during approach or landing,
there’s almost always a simple solution: Go around!
It’s far better to make another trip around the pattern
than to push ahead and risk a runway overshoot or loss
of control.

7. Go-AroundsGo-Arounds
Excerpt from AOPA ASF Operations and Proficiency No. 6Excerpt from AOPA ASF Operations and Proficiency No. 6
A lot of pilots seem to forget that it’s an option, and end upA lot of pilots seem to forget that it’s an option, and end up
having accidents they could easily have avoided. That said, therehaving accidents they could easily have avoided. That said, there
are some risks involved with go-arounds. Especially at loware some risks involved with go-arounds. Especially at low
altitudes and airspeeds, with flaps down, going around can be aaltitudes and airspeeds, with flaps down, going around can be a
“touchy” maneuver:“touchy” maneuver:
If you don’t feel comfortable, get some practice with a CFIIf you don’t feel comfortable, get some practice with a CFI..

8. FundamentalsFundamentals
Let’s review and discuss the following fundamentalsLet’s review and discuss the following fundamentals
and see if we can agree on these as part of our go-and see if we can agree on these as part of our go-
around training philosophy.around training philosophy.

9. FundamentalsFundamentalsAirplane Flying Handbook FAA 8083-3A
Whenever landing conditions are not satisfactory, aWhenever landing conditions are not satisfactory, a
go-around is warranted.go-around is warranted.

10. FundamentalsFundamentalsAirplane Flying Handbook FAA 8083-3A
The assumption that an aborted landing is invariablyThe assumption that an aborted landing is invariably
the consequence of a poor approach, which in turn isthe consequence of a poor approach, which in turn is
due to insufficient experience or skill,due to insufficient experience or skill, is a fallacyis a fallacy..
Airplane Flying Handbook FAA 8083-3A
Airplane Flying Handbook FAA 8083-3A

11. FundamentalsFundamentalsAirplane Flying Handbook FAA 8083-3A
The go-around is not strictly an emergency procedure.The go-around is not strictly an emergency procedure.
It is a normal maneuver that may at times be used in anIt is a normal maneuver that may at times be used in an
emergency situation.emergency situation.
Airplane Flying Handbook FAA 8083-3A
Airplane Flying Handbook FAA 8083-3A

12. FundamentalsFundamentalsAirplane Flying Handbook FAA 8083-3A
Like any other normal maneuver, the go-around mustLike any other normal maneuver, the go-around must
be practiced and perfected.be practiced and perfected.
Airplane Flying Handbook FAA 8083-3A
Airplane Flying Handbook FAA 8083-3A

13. FundamentalsFundamentalsAirplane Flying Handbook FAA 8083-3A
The flight instructor should emphasize early on, andThe flight instructor should emphasize early on, and
the student pilot should be made to understand, thatthe student pilot should be made to understand, that
the go-around maneuver is an alternative to anythe go-around maneuver is an alternative to any
approach and/or landing.approach and/or landing.
Airplane Flying Handbook FAA 8083-3A

14. Rule of AviationRule of Aviation
““If, at any time in the approach or landing, right intoIf, at any time in the approach or landing, right into
final flare, you feel as if it isnfinal flare, you feel as if it isn’’t right, go around. Simplet right, go around. Simple
as that: if it isnas that: if it isn’’t right go”.t right go”.
“Going, going, go around “ Budd Davisson AOPA Flight Training Magazine, September 2005

15. Another Rule of AviationAnother Rule of Aviation
Treat each approach as though it will conclude with a balked
landing or missed approach and plan for this outcome
accordingly.
Once you decide to go around forget landing, it is now a take
off. Plan for it as you would any take off with considerations
for a potential engine failure, terrain and obstruction
clearance, density altitude and other performance factors.
One instructor phrased it this way to his students." Knowing
what to do when it's time to go around is necessary, being
prepared to do so is mandatory.

16. Three Cardinal PrinciplesThree Cardinal Principles
The improper execution of the go around maneuver
stems from a lack of familiarity with the three cardinal
principles of the procedure:
Power, Attitude, and Configuration.
How do you teach these principles?
Airplane Flying Handbook FAA 8083-3A

17. PowerPowerAirplane Flying Handbook FAA 8083-3A
Power is the pilot’s first concern.
The instant the pilot decides to go around, full or
maximum allowable takeoff power must be applied
smoothly and without hesitation, and held until flying
speed and controllability are restored.

18. AttitudeAttitudeAirplane Flying Handbook FAA 8083-3A
Attitude is always critical when close to the ground,
and when power is added, a deliberate effort on the
part of the pilot will be required to keep the nose from
pitching up prematurely.

19. ConfigurationConfigurationAirplane Flying Handbook FAA 8083-3A
In cleaning up the airplane during the go-around, the
pilot should be concerned first with flaps and secondly
with the landing gear (if retractable).
When the decision is made to perform a go-around,
takeoff power should be applied immediately and the
pitch attitude changed so as to slow or stop the
descent.

20. ConfigurationConfigurationAirplane Flying Handbook FAA 8083-3A
One other comment when it comes to configuration.
There have been some accidents where the pilot
executed a go-around with full flaps. This action was a
contributing factor to an accident.
Do you introduce or demonstrate a full flap go-around
to your students?

21. What Do You Think?What Do You Think?
In the go-around sequence what is the first
objective?

22. Consider this thoughtConsider this thought
Offered by Rich Stowell, MCFI National Flight Instructor of the year
The first objective is to "stop the descent". Ultimately we want to go fromThe first objective is to "stop the descent". Ultimately we want to go from
descending to climbing. But it doesn't have to be one-to-the-other, all-or-descending to climbing. But it doesn't have to be one-to-the-other, all-or-
nothing in one fell swoop. We want to go-around under control at all times.nothing in one fell swoop. We want to go-around under control at all times.
Thus, we could break the go-around into distinct baby steps:Thus, we could break the go-around into distinct baby steps:
 Add slow flight power and pitch to level slow flight;Add slow flight power and pitch to level slow flight;
 Add takeoff power and pitch to the appropriate climb attitude.Add takeoff power and pitch to the appropriate climb attitude.
The point is that if we are making the decision to go-around sooner ratherThe point is that if we are making the decision to go-around sooner rather
than later which will allow us plenty of time to stage the go-aroundthan later which will allow us plenty of time to stage the go-around
sequence and maintain precise control throughout.sequence and maintain precise control throughout.

23. What Do You Think?What Do You Think?
In the go-around sequence "Power - Attitude - Configuration"
does "Attitude" always mean "Pull back" to establish the climb
attitude?

24. Consider this thoughtConsider this thought
Offered by Rich Stowell, MCFI National Flight Instructor of the year
If we are properly trimmed while at low power setting on theIf we are properly trimmed while at low power setting on the
approach, establishing the proper "Attitude" will likely requireapproach, establishing the proper "Attitude" will likely require
forward elevator pressure as power/slipstream effectsforward elevator pressure as power/slipstream effects
themselves could over-rotate the nose beyond the requiredthemselves could over-rotate the nose beyond the required
climb attitude. So we may actually need forward elevatorclimb attitude. So we may actually need forward elevator
pressure during the go-around until we get to "Configuration --pressure during the go-around until we get to "Configuration --
re-trim the aircraft".re-trim the aircraft".

25. What Do You Think?What Do You Think?
In the go-around sequence, where does "Communicate" fall?

26. Consider this thoughtConsider this thought
Offered by Rich Stowell, MCFI National Flight Instructor of the year
Too many students/pilots rush to announce "N12345 going around" whenToo many students/pilots rush to announce "N12345 going around" when
they should be busy Aviating (Power - Attitude - Configuration) andthey should be busy Aviating (Power - Attitude - Configuration) and
Navigating (working themselves back up and into the pattern). Fly theNavigating (working themselves back up and into the pattern). Fly the
airplane first, don't worry about talking until you have everything elseairplane first, don't worry about talking until you have everything else
you're supposed to do 100% under control.you're supposed to do 100% under control.
Communicating clearly that you are going around is important but it is theCommunicating clearly that you are going around is important but it is the
last priority.last priority.
 Aviate,Aviate,
 Navigate,Navigate,
 CommunicateCommunicate

27. What Do You Think?What Do You Think?
Are there situations where a go-around is not advisable?

28. Consider this thoughtConsider this thought
Offered by Rich Stowell, MCFI National Flight Instructor of the year
Rare situations, but yes:Rare situations, but yes:
One-way back country airstripsOne-way back country airstrips (you must land one way or the(you must land one way or the
other -- controlled or crashed -- because going around will killother -- controlled or crashed -- because going around will kill
you). Smoke/fire in the cockpit (maybe best to get it on theyou). Smoke/fire in the cockpit (maybe best to get it on the
ground no matter what)?ground no matter what)?
Also another consideration would be when the airplane isAlso another consideration would be when the airplane is onon
the runway and there is a loss of directional control orthe runway and there is a loss of directional control or
inadequate speedinadequate speed. There have been accidents where damage. There have been accidents where damage
and injury were aggravated by going around.and injury were aggravated by going around.

29. What Do You Think?What Do You Think?
If the go-around is due to other traffic ahead and below (say,
someone pulling onto the runway in front of us), what
considerations should we give to maneuvering on the upwind
leg?

30. Consider this thoughtConsider this thought
Offered by Rich Stowell, MCFI National Flight Instructor of the year
Once the go-around is well and successfully under way,Once the go-around is well and successfully under way,
consider offsetting the upwind climb slightly to the upwind sideconsider offsetting the upwind climb slightly to the upwind side
of the runway to improve your ability to see the traffic climbingof the runway to improve your ability to see the traffic climbing
out below you. If the airplanes are matched in terms ofout below you. If the airplanes are matched in terms of
performance, probably not likely that the airplane underneathperformance, probably not likely that the airplane underneath
will catch up, but let's say the go-around airplane is a Cessnawill catch up, but let's say the go-around airplane is a Cessna
150 and the traffic that cut you off is a pilot in an Extra 300 who150 and the traffic that cut you off is a pilot in an Extra 300 who
has a penchant for rapid and steep pull-ups. Would want tohas a penchant for rapid and steep pull-ups. Would want to
move over out of the way of THAT!move over out of the way of THAT!

31. Common ErrorsCommon ErrorsAirplane Flying Handbook FAA 8083-3A
• Failure to recognize a condition that warrants a
go-around
• Indecision
• Delay in initiating a go-around
• Failure to apply max allowable power in a timely
manner
• Abrupt power application

32. Common ErrorsCommon ErrorsAirplane Flying Handbook FAA 8083-3A
• Improper pitch attitude
• Failure to configure the airplane appropriately
• Attempting to climb out of ground effect prematurely
• Failure to adequately compensate for torque and
P-factor

33. Practice Go-AroundsPractice Go-Arounds
Featuring Bob MartensFeaturing Bob Martens
The following is presented as a review of what we haveThe following is presented as a review of what we have
been discussing and does an excellent job of presentingbeen discussing and does an excellent job of presenting
the case for teaching and practicing the go-around.the case for teaching and practicing the go-around.
Courtesy of PilotWorkshops.com ~Pilot’s Tip of the Week January 14, 2011Courtesy of PilotWorkshops.com ~Pilot’s Tip of the Week January 14, 2011

34. Go-Around ProcedureGo-Around Procedure
Featuring Bob MartensFeaturing Bob Martens
This discussion is presented as a review of what weThis discussion is presented as a review of what we
have been discussing regarding how we should teachhave been discussing regarding how we should teach
the procedure of going around.the procedure of going around.
Courtesy of PilotWorkshops.com ~Pilot’s Tip of the Week January 20, 2011

35. • Teaching and reinforcing the value of going aroundTeaching and reinforcing the value of going around
• Going around is not a weaknessGoing around is not a weakness
• Fundamentals of the go-aroundFundamentals of the go-around
• Cardinal principles for executing the procedureCardinal principles for executing the procedure
• Common errors associated with the procedureCommon errors associated with the procedure
SummarySummary
During this workshop, we discussed:During this workshop, we discussed:

36. This presentation would not have
been possible without the generous
help and support of the following:
Your Forum Facilitator
FAA Safety Team
www.FAASafety.gov
SAFE
www.SafePilots.org
Gold Seal Flight
www.GoldSealFlight.com
Pilot Workshops
www.PilotWorkshop.com
Michael Phillips, MCFI
AviationInstruction.biz
Created February 2011

37. Thank youThank you