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Are you prepared to go around?

September 4, 2023/in Tips and technique/by Eric Radtke

Minutes later we were told to slow to our final speed as the Falcon tri-jet had not yet begun its taxi. We were fortunate to have about 20 seconds at our 120kt final approach speed to discuss the possibility of a go-around given the slow progress of the Falcon’s taxi run. This discussion involved the steps we would take performing the go-around.

Logistics and what it means for your flight preparation

August 28, 2023/in Tips and technique/by Charlie Masters

Your three friends, four sets of luggage and golf clubs may exceed both the weight capacity and cargo volume of most typical rentals. Does that mean you have to scrap your trip, or worse yet, spend 24 of the allotted 72 hours driving? Maybe, but then again by managing the logistics the flying trip may still be possible.

Are you prepared to go around?

September 4, 2023/in Tips and technique/by Eric Radtke

Logistics and what it means for your flight preparation

August 28, 2023/in Tips and technique/by Charlie Masters

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Are you prepared to go around?

September 4, 2023/in Tips and technique/by Eric Radtke

Weather was good enough to accept the visual approach.

We were approaching the busy Orlando terminal airspace on a summer Friday afternoon. The typical afternoon thunderstorms were wreaking havoc on the local approach controllers attempting to work a high volume of aircraft into the local Orlando airports with non-standard routing because of aircraft deviating around weather. We overflew the Orlando Sanford Airport to avoid weather to the west before being vectored to final approach for runway 25 at the Orlando Executive Airport. Weather was good enough at this point to accept a visual approach.

After being cleared to land approximately five miles out, we were told there would an aircraft performing a high-speed taxi down the runway prior to our arrival. Minutes later we were told to slow to our final speed as the Falcon tri-jet had not yet begun its taxi. We were fortunate to have about 20 seconds at our 120kt final approach speed to discuss the possibility of a go-around given the slow progress of the Falcon’s taxi run. This discussion involved the steps we would take performing the go-around and the appropriate call-outs. On short final, with the Falcon still on the runway, I called for the go-around.

Go-around power, flaps 10, positive rate, gear-up. The same cadence as we had practiced in training and executed during this real event resulted in a safe outcome in this low-level maneuver with passengers aboard. After being offered several options for our return from the Tower controller, we opted for a visual right-hand pattern and landed uneventfully.

Are you prepared for your next go-around? Go-around are almost never planned and can occur because of the actions of others in the case of a runway incursion or controller miscue. Or they can stem from a faulty approach or balked landing attempt. In any case, go-arounds are a low-level, high workload task in an already stressful environment which is when training and instinctive reactions matter most. Here is how to help reinforce those procedures and affect a positive outcome.

1) Rehearse your go-around procedures on every approach. While fine details may vary slightly, go-around procedures are generally universal in any aircraft from pistons to jets. Apply takeoff (go-around) power while simultaneously increasing pitch to the takeoff/go-around attitude. Retract the flaps to the appropriate go-around setting to reduce drag. If flying a retractable gear aircraft, upon establishing a positive rate of climb, retract the landing gear also to reduce drag and improve climb performance. Upon reaching a safe obstacle clearance altitude, retract the remaining flaps and complete the appropriate checklists.

Even if you are not flying a retractable gear aircraft, it’s certainly OK to maintain a consistent rhythm to the go-around procedures by still calling for gear or verifying the gear position. This will help if transitioning to a retractable gear airplane or perhaps you fly a combination of aircraft. And the same rule applies to flaps even if you may have executed the go-around at the appropriate flap setting.

Rehearse your go-around procedures on every approach.

2) Fly the airplane first! In the aviation hierarchy, we fly the airplane first before navigating or communicating. Aviation, navigate, communicate. When executing a go-around, you are likely trimmed for final approach and not for takeoff power and a climb attitude. Anticipate that additional control force will be necessary when adding power and, in a single engine piston-powered airplane, the left turning tendencies will be noticeable. In many aircraft, the configuration and pitch changes will be significant in a go-around with little margin for error.

In our go-around scenario, the Tower controller (likely somewhat flustered) was providing various options for our return to landing including switching back to approach control for an instrument approach versus continuing in the pattern VFR. These options were being presented to us in our already high task load environment. It is perfectly OK and imperative, that you have the airplane under control before responding to ATC. A simply “standby” will alert the controller that you have higher priorities and will respond when able.

Aviation, navigate, communicate – in that order!

3) Carefully consider your options for return. Depending on the cause of the go-around, returning to the same airport may not be the best option. Weather, traffic volume or airport conditions can affect your options. It’s good practice to have some basic awareness of alternate airport options even when flying VMC. If the cause of the go-around was a disabled aircraft or strong crosswinds, that likely will not be resolved quickly and you may not have the necessary fuel to wait for conditions to improve. In small, piston aircraft a go-around may not affect your fuel status a great deal, but in larger aircraft, one additional trip around the pattern can eat into fuel reserves quickly.

Also consider that a go-around can be unsettling for passengers not familiar with the aviation environment. It is hard to not notice a big increase in power and climb away from the airport when a landing was anticipated. If time and workload permit, explain the scenario to the passengers which could also influence your next move.

It is my opinion that we do not practice or execute go-arounds frequently enough as a community. We attempt to salvage poor approaches of balked landings when a controlled go-around is the better option. My challenge to you is to at least rehearse your go-around procedure on your next flight and, when the conditions allow, execute a go-around. After all, don’t we want more time in the air?

Logistics and what it means for your flight preparation

August 28, 2023/in Tips and technique/by Charlie Masters

Logistics

We have all seen the commercials for a brown-clad air freight company touting its mastery of “Logistics.” What does that mean and how does it relate to your flying? Well, Webster says logistics is “the handling of the details of an operation.” Each of your flights will involve a lot of details about the aircraft, weather, runways, etc. Those subjects are important and have been thoroughly covered both in print and by your flight instructor. This article is limited to the special logistics dealing with logistics of a vacation flight.

The Aircraft

Three friends, four sets of luggage and golf clubs may exceed the capacity of typical rentals.

Selection of the aircraft for your trip will be the logical first step as everything else will depend on its speed, range, load and equipment. For a couple planning a weekend to the lake almost any training aircraft will do, as most are capable of carrying a couple of people, swim suits, a change of clothes, and flippy floppies for a boat ride. But let’s make things a little more challenging—what if you want to take a foursome to a far flung golfing resort for a three-day weekend? A quick review of the aircraft’s specifications before we even look at its specific weight and balance will probably show that you, your three friends, four sets of luggage, and golf clubs may exceed both the weight capacity and cargo volume of most typical rentals. Does that mean you have to scrap your trip, or worse yet, spend 24 of the allotted 72 hours driving? Maybe, but then again by managing the logistics the flying trip may still be possible.

The Brown (or Purple) Gang to the Rescue

A typical Cessna 182 has a useful load of about 1,100 pounds. It holds 87 gallons of usable fuel (522 lbs), leaving 578 pounds for passengers and their stuff or 145 pounds each. Filling the tanks to the tabs (63 gallons) will leave more than enough fuel to fly four hours while reserving enough weight for four normal sized people—but not their stuff. The solution? Use UPS or FedEx to ship the golf clubs and suitcases directly to the resort. That way your stuff will be ready for you when you get there, you won’t have to lug it around and you can also arrange for it to be picked up to be shipped back to your home or work. The price may be more reasonable than you might think—probably less than checking the same bags on the airlines—and you don’t even have to stand at the carousel waiting for them to arrive.

Cross Country Considerations

It is always wise practice to phone ahead to determine if the FBO will be open when you arrive and if fuel is available.

If you have learned to fly at a busy airport, you might be surprised with just how rustic some rural airports can be. Often the FBO is family owned and operated, and if this is the day daughter Judy is getting married, or his boy Elroy is graduating, you might just find the FBO is closed. It is always a wise practice to phone ahead to determine if the FBO will be open when you arrive and if fuel is available. It is not unusual for the typical Lycoming or Continental to use a little oil. If you are renting, your aircraft oil is usually included so you should ask your FBO for a couple of quarts to bring along. If you have never added oil to the engine before, ask how before you leave.

If you arrive late, or the FBO is closed, it is your responsibility to ensure the aircraft is secured for your overnight stay. Bring along your own ropes or straps for your tie downs as the ones you find might be deteriorated or missing altogether. Many airports offer convenient self-service fueling. If you have never fueled an aircraft before, make sure you are familiar with the procedure for properly grounding your aircraft. USE A LADDER if fueling a high wing aircraft instead of trying to balance on that narrow little step and wing strut. It is very easy to fall and wind up covered in very expensive—and not very tasty—100LL (don’t ask me how I know this).

The Boy Scout Motto (Be Prepared)

A long cross country trip in an airplane is a little different than in a car. The highways are busy places and (maybe too often) patrolled by police, so help is usually not too far away. Not confined to highways (or airways) as pilots, we can choose our own routes and through luck (both good and bad) we can find ourselves most anywhere while we wait out weather or unscheduled maintenance. Advise your passengers of this up front. Even though there are dollar stores most everywhere, having a light jacket along is usually a good idea even during the warmer weather months; colder weather may demand a hat and gloves in addition to a warm coat.

Last, but certainly not least, make sure your passengers know that even though airplanes provide the most flexible routing, they as passengers must have some flexibility as to the schedule. Tell them up front to prepare to be late to work if unforeseen circumstances delay your flight back home. Don’t let them force you to make the flight through weather or other circumstances that are beyond your rating or experience. Assert your Pilot in Command status and do not succumb to pressure to press on into an uncomfortable or dangerous situation. You are on vacation—keep it fun!

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Are you prepared to go around?

Logistics and what it means for your flight preparation

Are you prepared to go around?

Logistics and what it means for your flight preparation

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Are you prepared to go around?

Logistics and what it means for your flight preparation

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