Tips & Advice from Andy, 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.
Wishing you happy and safe flying,
