Andy's Tips

Messages, Tips and Advice
from our CFI

Go rounds with full flap

How to handle an aeroplane that is near the ground with full flap down in a go round situation is a very important skill for a pilot to have.

Consequences of a pilot's inability to safely manipulate an aircraft in this situation has resulted in some manufacturers limiting the amount of flap available. Yet the actions involved are easy to master.

If you are faced with having to go round from a landing that has to be aborted due to maybe a wind gust, ballooning, a bad bounce, an obstruction on the runway, or having made the decision to go round from mid to late final, then the actions are the same: apply full power (smoothly, ensuring the carby heat is 'cold'), control the aeroplane directionally with rudder. Do not steer with aileron.

If on the ground, let the aeroplane fly off from the main wheels, be careful not to run along on the nose wheel. Once airborne lower the nose to the straight and level attitude. You must make a definite control movement to do this. You must do this immediately you are safely airborne. There is absolutely no advantage in waiting before you lower the nose; you will only be using up runway.

If on approach, the same actions apply full power, control the aeroplane directionally. Raise the nose to the straight and level attitude. From the configuration, full power and straight and level, raise the flap to 20% for Cessna (25% for Piper). Do not hold onto the flap selector as if expecting something to happen; you must raise the flap once the aeroplane is straight and level – only then can you expect the aeroplane to achieve a reasonable climb. With flap at about 20% raise the nose so it's just on the horizon and during the climb raise the remainder of the flap in increments of 5% 10% with only a short pause between each stage. Then climb away. Remember: full power, straight and level, flaps 20%, nose on horizon, flaps bit at a time. Be positive with the attitude changes.

Sometimes, not enough
is good enough

Fortunately, modern aero engines are very reliable. But they can let us down at times. There is always a chance that whilst flying you may be faced with a problem of some kind. Checks, such as pre take off etc. and en-route the 'CLEAROF' checks, can help avoid these problems, or at least make you aware of something early enough to take some action. Flying to the nearest aerodrome is a priority.

It's interesting, not annoying, to sit beside pilots and watch them run through the 'CLEAROF' checks but, in doing them, exclude the engine instruments from their scan – yet they methodically call 'engine'. If something is not quite in order, you must think of the consequences of ignoring the problem. If an alternator fails the battery will become flat. You will lose all electrical power, it's inevitable. We have had incidents where pilots have ignored alternator failures, kept flying, then have been puzzled when the radio fails etc. – and in one case had to do an emergency undercarriage extension (in the Arrow). We cannot cover every situation, but emphasising the urgency to land, preferably at an aerodrome, what should we do after a considerable reduction in power?

There is every chance you may experience a partial engine failure rather than a complete. The question is, what can you do with this 'partial power' and how long will it last. Assuming you have completed the checks and, have not resolved the problem, then consider the following. Is there sufficient power remaining to climb, maintain height or are you faced with a descent? Initially select an attitude that will give you the best glide speed (the best lift/drag ratio). You may reduce this slightly as an inclined nose attitude will produce a vertical component to complement the lift. TRIM TO THIS ATTITUDE. Use the power to put you in a good position to carry out a glide approach.

If over water, the partial power may take you to land; if over mountainous country, the partial power may take you to more open country; if over a built up area, it may take you to a better area for a landing. Whichever, continuation of the flight is unwise. DO NOT RELY ON THE POWER TO LAST. IT MAY FAIL AT ANY TIME. Rough running may result in only a slight loss of power, but if the rough running is common to both magnetos it may indicate a stuck valve – if the push rod is bent, the push rod cover may also be bent and unknowingly the engine could be losing oil. So only use the power to put you in a good/better position to carry out a glide approach.

Endeavour to know and understand the aeroplane's systems. Make a 'PAN' call if not in immediate danger. Once you're positioned at say 3000'/2000'/1000' AGL for a glide approach then CLOSE THE THROTTLE, DO NOT RELY ON THE POWER FOR THE APPROACH.  Obviously if you cannot set up a gliding circuit pattern and are faced with a straight in approach, use the power as long as you have to. Next time you fly, take some time to determine the minimum power required to maintain height. Then lock that away in your memory cells.

SOMETIMES, NOT ENOUGH MAY BE GOOD ENOUGH.

Too low, too slow, nowhere to go

There's not much future in lack of control near the ground. There's another adage: "too low, too slow, nowhere to go".

The AIP states: 'An aircraft must not continue its approach to land beyond the threshold of the runway until...' etc. This is the very latest point before going round. We need to make our decision much earlier, say not later than 250' - 200' AGL. Use the third dimension, go up and try again.

Aircraft Etiquette

When you have completed a flight, unless requested to do otherwise, please refuel the aeroplane. Then park it where you got it from and tie it down, replacing covers etc. The check lists under 'VACATING AIRCRAFT' list Times, Seat Belts, TIE DOWN, Rubbish.

Airmanship dictates that we leave the aeroplane as we would like to find it – and that we exercise care in the operation of the aeroplane. Manners dictate that we should return it as above to save others having to do it.

So, is it a Check List item, Airmanship or Manners? I think it's all of them – even ignoring the insurance implications of an aeroplane blowing over when not tied down; the engine damage/wear associated with starting an engine that is cold and taxying to the fuel bowser only to close it down and then start it again whilst still cold; the inconvenience and delays to a proposed flight due to having to refuel beforehand.