content_image/538843.jpg
the go-around/rejected landing is. The go-around maneuver is not inherently dangerous in itself. It becomes dangerous only when delayed unduly or executed improperly. Delay in initiating the go-around normally stems from two sources: 

1. Landing expectancy or set—the anticipatory belief that conditions are not as threatening as they are and that the approach is surely terminated with a safe landing, 

2. Pride—the mistaken belief that the act of going around is an admission of failure—failure to execute the approach properly. 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. 

## Power 

Power is the pilot’s first concern. The instant a 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. Applying only partial power in a go-around is never appropriate. The pilot must be aware of the degree of inertia that must be overcome before an airplane that is settling towards the ground can regain sufficient airspeed to become fully controllable and capable of climbing or turning safely. The application of power is smooth, as well as positive. Abrupt movements of the throttle in some airplanes causes the engine to falter. Carburetor heat is turned off to obtain maximum power. 

## Attitude 

Attitude is always critical when close to the ground, and when power is added, a deliberate effort on the part of the pilot is required to keep the nose from pitching up prematurely. The airplane executing a go-around must be maintained in an attitude that permits a buildup of airspeed well beyond the stall point before any effort is made to gain altitude or to execute a turn. Raising the nose too early could result in 

a stall from which the airplane could not be recovered if the go-around is performed at a low altitude. 

A concern for quickly regaining altitude during a go-around produces a natural tendency to pull the nose up. A pilot executing a go-around must accept the fact that an airplane cannot climb until it can fly, and it cannot fly below stall speed. In some circumstances, it is desirable to lower the nose briefly to gain airspeed. As soon as the appropriate climb airspeed and pitch attitude are attained, “rough trim” the airplane to relieve any adverse control pressures. More precise trim adjustments can be made when flight conditions have stabilized. 

## Configuration 

After establishing the proper climb attitude and power settings, 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 is applied immediately and the pitch attitude changed so as to slow or stop the descent. After the descent has been stopped, the landing flaps are partially retracted or placed in the takeoff position as recommended by the manufacturer. Caution must be used in retracting the flaps. Depending on the airplane’s altitude and airspeed, it is wise to retract the flaps intermittently in small increments to allow time for the airplane to accelerate progressively as they are being raised. A sudden and complete retraction of the flaps could cause a loss of lift resulting in the airplane settling into the ground. [Figure 8-14] 

Unless otherwise specified in the AFM/POH, it is generally recommended that the flaps be retracted (at least partially) before retracting the landing gear for two reasons. First, on most airplanes full flaps produce more drag than the landing gear; and second, in case the airplane inadvertently touches down as the go-around is initiated; it is most desirable to 

<img src='content_image/538843.jpg'>

