have the landing gear in the down-and-locked position. After a positive rate of climb is established, the landing gear is retracted. 

When takeoff power is applied, it is usually necessary to hold considerable pressure on the controls to maintain straight flight and a safe climb attitude. Since the airplane is trimmed for the approach (a low power and low airspeed condition), application of maximum allowable power requires considerable control pressure to maintain a climb pitch attitude. The addition of power tends to raise the airplane’s nose suddenly and veer to the left. Forward elevator pressure must be anticipated and applied to hold the nose in a safe climb attitude. Right rudder pressure must be increased to counteract torque and P-factor and to keep the nose straight. 

The airplane must be held in the proper flight attitude regardless of the amount of control pressure that is required. 

Trim is applied to relieve adverse control pressures and assist in maintaining a proper pitch attitude. On airplanes that produce high control pressures when using maximum power on go-arounds, use caution when reaching for the flap handle. Airplane control is critical during this high-workload phase. 

The landing gear is retracted only after the initial or rough trim is accomplished and when it is certain the airplane will remain airborne. During the initial part of an extremely low go- around, it is possible for the airplane to settle onto the runway and bounce. This situation is not particularly dangerous provided the airplane is kept straight and a constant, safe pitch attitude is maintained. With the application of power, the airplane attains a safe flying speed rapidly and the advanced power cushions any secondary touchdown. 

If the pitch attitude is increased excessively in an effort to keep the airplane from contacting the runway, it may cause the airplane to stall. This is likely to occur if no trim correction is made and the flaps remain fully extended. Do not attempt to retract the landing gear until after a rough trim is accomplished and a positive rate of climb is established. 

## Ground Effect 

effect when initiating a go-around close to the ground. An attempt to climb prematurely may result in the airplane not being able to climb or even maintain altitude at full power. 

Common errors in the performance of go-arounds (rejected landings) are: 

• Failure to recognize a condition that warrants a rejected landing 

•  Indecision 

• Delay in initiating a go-around 

• Failure to apply maximum allowable power in a timely manner 

• Abrupt power application 

• Improper pitch attitude 

• Failure to configure the airplane appropriately 

• Attempting to climb out of ground effect prematurely 

• Failure to adequately compensate for torque/P factor 

• Loss of aircraft control 

## Crosswind Approach and Landing 

Many runways or landing areas are such that landings must be made while the wind is blowing across rather than parallel to the landing direction. All pilots must be prepared to cope with these situations when they arise. The same basic principles and factors involved in a normal approach and landing apply to a crosswind approach and landing; therefore, only the additional procedures required for correcting for wind drift are discussed here. 

Crosswind landings are a little more difficult to perform than crosswind takeoffs, mainly due to different problems involved in maintaining accurate control of the airplane while its speed is decreasing rather than increasing as on takeoff. 

There are two usual methods of accomplishing a crosswind approach and landing—the crab method and the wing-low (sideslip) method. Although the crab method may be easier for the pilot to maintain during final approach, it requires a high degree of judgment and timing in removing the crab immediately prior to touchdown. The wing-low method is recommended in most cases, although a combination of both methods may be used. 

## Crosswind Final Approach 

The crab method is executed by establishing a heading (crab) toward the wind with the wings level so that the airplane’s ground track remains aligned with the centerline of the runway. [Figure 8-15]  This crab angle is maintained until just prior to touchdown, when the longitudinal axis of the 

