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field approach and landing procedure, some AFM/POHs recommend a slightly slower than normal approach airspeed. If no such slower speed is published, use the AFM/POH- recommended normal approach speed. 

Full flaps are used to provide the steepest approach angle. If obstacles are present, the approach should be planned so that no drastic power reductions are required after they are cleared. The power should be smoothly reduced to idle in the round out prior to touchdown. Pilots should keep in mind that the propeller blast blows over the wings providing some lift in addition to thrust. Reducing power significantly, 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 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, arrest the sink rate and place the airplane in the proper attitude for transition to a climb. The initial target airspeed is V$_{Y}$ or V$_{X}$ 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] 

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 soon requires 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 tends 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 about doing a go-around 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 a go-around initiated from the landing round out or recovery 

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