噴射機的GO-AROUND PROCEDURE 很簡單,只因為推力大,推重比高達到1:1 油門MAX改變成爬升姿態,當有上升率的時候起落架收起,加速到FLAP速限前將FLAP收起就完成了,反觀輕航機要探討的問題就比較多了一些,因為螺旋槳飛機有P 效應及先天推力不足的先後程序問題產生,參閱FAA-H-8083-3a-4of7 內容提到(或是參閱圖片亦可),當你決定要重飛的時候首先你要做的是什麼?當然是加足馬力+帶桿,但是細分之下卻有學問可言,重飛前的姿態大部分是有俯角的,也就是他的推力線及向量是機鼻朝下的方向,加足了馬力那機鼻向下的向量是不是增強了,這個時間是非常短暫的,通常在沒有外界影響之下是可以同時+油門+建立爬升姿態這沒有問題,但是輕航機的推重比小,如果先後順序搞錯了那問題可就大了,如果太晚加油你先帶桿空速會驟減,又加上你急於重飛建立爬升姿態速度想必空速掉的更快,之後再來補上油門就有可能就會進入相反操作區了,嚴格說起應該是要做到重飛時油門MAX同時緩和的改變姿態(由俯角漸換成仰角), 以緩角度的爬升並建立增加你的空速,當你發現飛機有正上升率的時候並已爬升至安全高度再將你的FLAP收起一半(是一半)…收完一半的FLAP 再收起你的起落架..當這些程序做完之後才考慮收起全部的FLAP,記得因為輕航機是螺旋槳有P效應在加足馬力的時候也要同時用舵來修正不要偏離的跑道中心,因為你有可能會隨時會遇到發動機熄火~總言之輕航機的推力都不會太大,收FLAP的時機所造成的影響更是慎巨…這張圖片大家可以拿來參考一下 詳細的解釋跟理由都在原文說明中可以找到~~
CONFIGURATION
In cleaning up the airplane during the go-around, the pilot should 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 should be applied immediately and the pitch attitude changed so as to slow or stop the descent. After the descent has been stopped, the landing flaps may be partially retracted or placed in the takeoff position asrecommended by the manufacturer. Caution must be used, however, in retracting the flaps.
Depending on the airplane’s altitude and airspeed, it may be wise to retract the flaps intermittently in small increments to allow time for the airplane to accelerate progressively as they are being raised. Asudden 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 should inadvertently touch down as the go-around is initiated, it is most desirable to have the landing gear in the down-and-locked position. After a positive rate of climb is established, the landing gear can be retracted. When takeoff power is applied, it will usually be necessary to hold considerable pressure on the controls to maintain straight flight and a safe climb attitude. Since the airplane has been trimmed for the approach (a low power and low airspeed condition), application of maximum allowable power will require considerable control pressure to maintain a climb pitch attitude.
The addition of power will tend 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 should be used to relieve adverse control pressures and assist the pilot in maintaining a proper pitch attitude. On airplanes that produce high control pressures when using maximum power on go-arounds, pilots should use caution when reaching for the flap handle. Airplane control may become critical during this high workload phase.The landing gear should be retracted only after the initial or rough trim has been accomplished and when it is certain the airplane will remain airborne.
During the initial part of an extremely low go-around, the airplane may settle onto the runway and bounce. This situation is not particularly dangerous if the airplane is kept straight and a constant, safe pitch attitude is maintained.
The airplane will be approaching safe flying speed rapidly and the advanced power will cushion 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 would be especially likely if no trim correction is made and the flaps remain fully extended. The pilot should not attempt to retract the landing gear until after a rough trim is accomplished and a positive rate of climb is established.
