Could their wording (pitch up) be the problem here rather than the concept they are referring to? Could it be that by “pitch up” they refer to the aircraft attitude rather than an action on the yoke? In a go-around your aim is to get the aircraft in a upward trajectory further away from the ground (i.e. pitch up). Sure you need to push, but the result is still the aircraft pitching up as a result of adding power to the engine. Regardless, ironically it’s highly messed up manoeuvre performed in an attempt to be safe. Great video.
The goal needs to be to fly to the airspeed. If that will result in an upward trajectory that's a nice benefit. I would be cautious of the formulaic "pitch up", it needs to be airspeed first priority. Kind of like the idea of "lose no altitude in a stall recovery", great for showing off your tap-dancing skills, but normally you are better of to just push. Hmmmm, if you can push you can fly an airplane.
Good question. “Pitch” is specifically aircraft attitude through the roll axis. During an exact stabilized approach on Vref and red over white, significant power is required. This puts the plane basically a nose high slow flight on final. Notice heavy airliners on final so nose high. Same thing. For the GA Go around, BOTH yoke and pitch must be “pitch down” so it doesn’t matter if they were talking about yoke or attitude. They’re wrong either way. Reduce pitch (yoke forward) Full power Right rudder Achieve speed and control Flaps retract on schedule Climb on DMMS Flaps retract After takeoff flow After takeoff checklist Radio call.
@@ProbableCause-DanGryder Hold on Dan, this is getting out of hand. We are talking about whether or not the tried and true Power Up, Pitch Up, Clean Up, Speak Up is an acceptable way to talk, teach, and use as a general guide for a variety of aircraft. . But now are you advocating replacing this general guide with a new general guide that better matches a small single engine. This new list you have worries me. Let's say I'm on a stabilized approach to land 3 degree glideslope on glide and all is well. But suddenly on a short final I spot another aircraft under me dangerously close so I jump into action for a surprise go around. First, I have to remember your list from memory on the spot. Reduce pitch (yoke forward) Full power Right rudder Achieve speed and control Flaps retract on schedule Climb on DMMS Flaps retract After takeoff flow After takeoff checklist Radio call. I have an aircraft under me and before I do anything, you want me to Reduce Pitch (yoke forward) .....which is going to make me go faster in the direction of danger Then you want me to go Full Power and Achieve Speed then Flaps on schedule...then Climb on DMMS And you believe your list is correct and BOLD method is wrong If you know how to fly an airplane, you should be able to stay ahead of the aircraft and fly it, not react to the aircraft as it does the unexpected. Full Power is absolutely First. If you don't like Pitch Up next because you fear someone might not only pitch up, which is perfectly fine after adding Full Power, but you fear someone may keep pitching up and stall the airplane before they don't pitch up too much, if you don't like that, Control Pitch might work for you. But the goal is to go around without continuing a descent. Bold method is s general guide that helps ensure you include a climb as part of your go around so in a panic you don't level off or continue a descent. The word Climb could be used instead of Pitch Up, maybe. But to use Push or Yoke Forward as a general guide i think is misleading. If a pilot has control of his aircraft, he should be able to anticipate applying pressure either forward or aft to maintain a pitch or airspeed after applying Full Power. This would apply in the case of the trim not set for takeoff, the pilot controls the pitch, with whatever pressure is needed. If you have a better short list than the BOLD method, I haven't seen it yet.
Exactly how my old school FI trained me. He made me do at least one go around every time flying. I'm still alive after over 30 years of flying so thats priceless. Thanks for what you do Dan.
You're right Dan grider, you shouldn't teach pitch up when you add power. You should teach how the aircraft is built to go nose high when you add power. Which you illustrated in that video. Every pilot should know that. You never need to pull on the yolk to pitch up. The engine will pitch up for you.
Excellent demo :-) Fly the plane and not the other way around. I learnt flying in a Japanese Fuji FA 200 and it flaps are like barn doors , when going around and applying full throttle and fine pitch you have to push hard to keep the nose 'down' and slowly retracting flaps to normal take off position before climbing. Another advantage is ( for low wing aircraft) is you keep a good view ahead and around you and your ability to manoeuvre when you go around because an other plane take off in front of you.
Agreed, On a Cessna T206 with a TIO-540, if trimmed for landing on short final, if a go around is initiated, it's a substantial PUSH to not over-rotate and heavy application of rudder. You'll get a strong positive rate of climb while pushing on the yoke. The aircraft stays very "flat" due to the landing flap setting bleeding off to flaps 20. The 5 C's Push Push, needs another P in there 🙂 Cram-Push-Climb-Clean-Cool-Call-Push suspend-Push CDI/VLOC. Thanks for the demo vid Dan!
Nice list. The one change I would personally make is the "Call" is the last thing I would do. I prefer radios and CDIs tuned for my Missed course before I talk to anyone. I assume the "Push Suspend and CDI/VLOC" is Garmin-only.
@@podtri419 Agreed! I've recently added the "push push" to my pnemonic as I fly with a Garmin Navigator. I love the Bold method content, but agree that there should be some added content in that article to think about while on the ground as Dan has pointed out. As I've progressed thru my piloting and more powerful/heavy planes, "pushing" has become 2nd nature - BUT if you don't practice GoArounds/Missed approaches often you should be thinking ahead or things will get spicy quickly.
I fly a 210 Silver Eagle (Turbine Conversion with 450 HP) and when I had to do my first go around I surely was glad that I work out. The force needed to keep that nose down was no joke. I was aware and ready for it though and knew I could also reduce power output if it got too much. Many pilots forget that when it starts getting away from you.
Did a lot of forced landong practice when I did my PPL recently here in Africa. Did a lot of go arounds in the process. The 152 i was using only had 20 deg flap and 100 horses and the forward pressure I had to put on the yoke when applying full power was not insignificant. And that was even with very little landing trim required. Good advice Dan. Echoes the ethos of stick and rudder - understand the fundamentals very well and what needs to be done will come naturally
Excellent demonstration Dan and you are right that this is the right way to execute a go-around safely. The idea of “Power-up, Pitch-up, Clean-up” that is taught in many flight schools as well as airplane manufacturers (eg. Cirrus SR series in the Flight Operations Manual) is taken by people literally and unfortunately it does end up badly too often. Since these types of memory aids are meant to accentuate pilot actions (not side effects), I agree that a better memory aid is: “Power up, Push, Stabilize, Clean up and Climb”.
So you are saying the worry is that someone might take the step of "Pitch Up" literally, and will not just pitch up but will also continue to pull up all the way to a stall possibly. And that "Pitch Up" should be replaced by "Push." But now where is the worry that someone might take the step of "Push" literally and fly it into the ground or descend well below published minimums for an instrument approach. It seems you have simply traded one mistake for another. There is reason why so many flight schools as well as many aircraft manufacturers have offered the memory list of Power Up, Pitch Up, Clean Up, Speak Up, it's not a hazard. Thorough basic flight training should include the results of being trimmed for a low airspeed and the effects of applying full power before the trim is reset for a higher speed, which is the case in a go around. Before we rewrite the books, I think this subject needs more examination.
@@eltomas3634 That would be one hard push (to get the airplane to lose altitude despite nose up trim and excess power). But I hear you, it is theoretically possible that someone would do that. If that’s a concern, then one could just replace “push” with “pitch to the horizon”. All we are trying to do is reduce AoA and initiate the climb. The former is done with pitch, the latter with excess power. This also reinforces the right idea that the elevator is the AoA control (and not the up/down control) and the power is the up/down control. The legendary book called “Stick and Rudder” by W. Langewiesche goes into great detail why it is so important to train or muscle memory to “think” of controls that way.
@@tedmoss It may not be perfect but it works far more than not. If all you ever do is fly a Cherokee or 152 in VFR conditions, then the words Pitch Up may not be the best choice for an immediate action. But Dan is trying to say Pitch Up is wrong and should be replaced by Push Yoke Forward and then Full Power, which has the potential to kill people as well but somehow he thinks it's best. For advanced aircraft and IFR operations, it is a great general memory aid. Like I said, until there is a better solution or replacement, if you know how to fly an aircraft and complete a go-around from start to finish, the old reliable Power Up Pitch Up Clean Up Speak Up works just fine and has worked for decades. Nothing stops anyone from pushing and trimming to relieve pressure. If you are established in a descent and configured, your AI should show a few degrees below the horizon when set correctly. During a go around, you will change from a few degrees below to a few degrees or more above in a climb out. If you fly the plane by reacting to trim pressures, your going to run into trouble.
Exactly how I was trained to fly the go around, it became a lot more clear when I transitioned to C182 and Mooney. Those airplane need a lot of a push on a go around and trim relief! I watch for VS before making any configuration changes. Positive climb, then gear up (Mooney), then gradually flaps up. Great content, Dan!
wow. I remember flying go-arounds solo and they always scared the crap out of me, as I was much more focused on cleaning the airplane up (getting rid of flaps, trimming the elevator) than watching my speed and pitch. I remember several times feeling like the airplane was falling out from me (because it WAS!). I much more focused on the mechanical aspects of the steps to take, rather than the reason for the steps. Fortunately, my trainer was a gentle little Cherokee 160 that never really shot for the sky even at full throttle in this setting. I quit flying shortly after getting my private ticket as I felt there were just too many of these pitfalls in flying and I couldn't get my head around them all. Dan, your approach and AQP would've been hugely helpful and may lead me back to the skies. Even if not, I'm really enjoying the work you do and am grateful for it. Cheers.
With my 210 Turbo, it would take a mighty push and lots of rudder to do a go around, and hope that the electric trim could keep up with pushing the nose down. Usually I would have to grab the trim wheel to help it out and hurry it up. Like others mentioned: the first goal of the go-around is to fly level and straight while you re-trim for that. Then gently and slowly pull up slightly and then after getting a "positive rate of climb" slowly and gently raise the flaps. Now you can adjust the throttle for a normal rate of climb. If you didn't do this, you would not get a second chance! Before the 210T, I flew Cherokees, same applied, but much easier with less effort. All of this was in the Phoenix AZ area, at the large Sky Harbor airport, and all of the smaller municipal fields. There was the added bonus of Density Altitudes higher than most mountains in the summer (you never took off with full tanks then, only filled to the "tabs").
In the Taylorcraft I fly, I run out of nose up trim for hands off the yoke before I reach the nose up attitude required for a 3 point landing. In a last second go around, I imagine a cushion of air between me and the ground as my safe place. Don’t want to get too high or touch the wheels on the ground either…. Bring up the power and release the back pressure I have on the yoke and start applying forward pressure to maintain altitude until I regain enough airspeed to climb out.
Suggestion: The audio for both yours and Dylan's cockpit videos could be much improved by the addition of foam "pop" suppression mufflers to your headset mics. They're inexpensive and quite effective at suppressing the raspy noise that accompanies spoken words on mics that don't have it.
Wow. Dan you are God’s gift to aviation. Did you hear about a cessna 150 that was overweight and they put flaps 40 and tried to go around but the flaps wouldnt come up and they crashed? I thought it was common knowledge that if you put flaps 40 on a 150 you are commited to land. I dont know where that crash was, it would be awesome if you could make a video about that.
It’s all about trim. When fully configured you have a lot of nose up trim for landing. In a go around you have to push to counter the trim until you retrim the airplane for normal climb.
Excellent video on go around issues…another student wrecked out training aircraft doing exactly the incorrect go around: not full power, too much back yoke, not enough right rudder, plus a cross wind lifting wing..lucky no one injured
At the French school we first fly the attitude that is locked by the pilot to that which corresponds to the initial climb; when the aircraft is full flaps we even talk about a half climb attitude to allow the aircraft to accelerate by gradually retracting the flaps. As far as we are concerned, it is not the nose-up effect of full power that is responsible for regaining altitude, but the piloting of the attitude. Of course, during this manoeuvre, locking the attitude requires a nose-down action on the control column to maintain it, while at the same time acting on the elevator trim to relieve the action on the main control.
Totally agree! Learned that almost 5 decades ago! Great video! Don't let that shoulder harness hang around and do nothing. Thanks for what you do, I believe it is helping to make a difference.
Good stuff! Simulated this same exercise during my spin training and amazing without intervention how quickly it nosed over left to incipient spin. What isn't mentioned is solid go around skills are even more important when going missed at min's hand-flying in IMC. My go around skills are solid and was amazed the increased difficulty factor in IMC.
If you understand French, you can download the ENAC VFR instructor's guide or read the English edition of Jean Zilio's guide pratique du pilotage (almost impossible to find), failing which you can read the French version, which is very easy to find on the net. In any case, congratulations on your inspiring, rebellious and clear-sighted work. Michel MOERENHOUT CFII Luxembourg
Exactly how I was taught was to apply full power push the nose down to gain airspeed when climb out and retract flaps in stages climb away started my flying in 1981 it’s a bit difficult in the heavies I fly now
Not here to criticize but I’m here to learn and learning occurred. When in flight school, I would read anything I could get my hands on. Then, when student piloting, I could act out what I read about. In some instances, the two did not jive. Great example Dan. Things could really change in a Milli ✈️ minute…..
Love how Dan felt obligated to PUSH this point across. I do not care if every pilot thinks he already knows something that seems obvious. While there are those who were born to fly, none of us were born flying. Everything is learned and if one life that somehow slipped through the cracks can be saved with a simple review, that makes it all worth it. So stop with all the "everybody knows" comments and jump on the "helping others" train
Worth noting that Boldmethod article is correct in that Cessna POH does tell you to retract flaps to 20 degrees immediately in the go-around. That probably has something to do with the fact that under certain conditions a low-powered Cessna won't climb at all - or even accelerate in level flight - with 40 degrees in. But then again, you can go to 20 in small increments, which will probably be better.
Well, that was a good one, I find it hard to believe people wouldn't know that, but I know they don't. How many times have I heard keep your nose down from my instructor, a commercial pilot flying model planes.
OMG Dan. Please get that cell phone mount out of your windshield. Cmon man. I mean this is excellent content and I appreciate that. But mounting stuff in your field of view out the windshield is asking for trouble.
Strange. I posted a comment that disappeared almost immediately. I'm a fan of Dan's content, but I'm also a fan of Bold Method. The way I read the article, Colin says power up, pitch up, clean up, but I don't read it as saying it should happen in rapid succession. Power up, let your airspeed build, pitch up, build altitude and then clean up. It takes however long it takes depending on the aircraft. Curious as to why/how my previous comment went missing.
2:08 I really don’t like the pink stickers on your yoke !! It’s a tiny possibility, but if they “tear” and pucker up .. inside the bush, a possibility it could all Jam! It would be fatal. *superb videos and content of course… love your work*
Yeah and also try not to panic because of the bounce or runway overshoot situation or what ever is making you go around in the first place because when you panic you might tend to apply instantaneous full power and unless that is actually required it is like jamming your brakes on in your car you might skid out or think of a dragster car when the power is applied instantly it tries to willy and leans to the left also and only willy bars stop it from doing a wheel stand the actual physics reasons are not the exact same but if you can remember that idea it helps. Also I was always taught normal power application is three seconds from closed to full power but that is from a standing start on takeoff roll and even though this rule is more for the fact that carburetored engines on airplanes dont have fuel accelerator pumps and they could stall out or stumble if you apply power to suddenly and that might not apply to your aircraft I still think unless the power really is needed any sooner than this it is a good rule of thumb to get used to handling the throttle like that. And keep the nose down and get your power in gradually and let your airspeed begin to go back up before you try to climb out or you might end up on the back side of the power curve. I not a actual licensed pilot just a armchair one that has flown with some cool old pilots back in my younger years that taught me these tips and I read the book Stick and Rudder a lot of times when I was a kid
Glad you caught this shockingly bad advice that's 'going around'. Why didn't AOPA catch it, or NTSB, or FAA? Go around is intuitive for me. Add power with forward stick, throw in some nose-down trim to ease the stick forces, slowly milk the flaps up after attaining a good climb speed. Utube sites are always trying to re-invent flying and act like they know some secrets that our grandfathers didn't know.
We got cut off in the pattern Saturday , from a pilot doing a strength in. I flew a 360 and reinterned Base. turned final and did the go around, traffic back taxing. Ill say it did take some force on the yoke to keep the nose level.
I think the article is correct. It's a matter of words. The good old POWER UP, PITCH UP, CLEAN UP, SPEAK UP doesn't tell you how to fly the plane by pushing or pulling on a go around. It simply covers the very basics of flight. Power Up max power Pitch Up (pushing or pulling depends on many things and different aircraft. It simply says to adjust your pitch angle to up) Clean Up...configure after takeoff Speak Up.....notify ATC Trust liine, powerplant location, pfactor, many things will determine how much and when you will either pull up or push to achieve the proper pitch angle and airspeed. The Bold method isn't Pull Up, it's pitch up, the pushing and pulling is used to achieve the correct pitch attitude and subsequent airspeed. Don't pitch or pull for the moon, just pitch up.
Great video and instruction. Another way to look at it is to hold the nose in a particular attitude (particular to the aircraft being flown, ie: put it on the horizon) when applying the power. This of course results in forward pressure on the yoke until trimmed to the climb speed, but I think it makes it easier to understand and remember in the heat of the moment. Some folks might get carried away with the push forward part and get a PIO going.
Hey there Mr Dan, I am wondering of you can look into a crash for me that happened on 10/31/2023 with two fatalities. One of the pilots Mr. Bill David, was a friend of mine. He was a exceptional pilot and i believe he could have landed the plane in a field witj any number of issues that could come up and walk away from it to twll the tale. This happened just 9mi south west of Marion municipal airport in Ohio. The tail number on thw plane is N44601 piper Cherokee six. I believe maybe he had a stroke or heart attack or maybe possibly carbon monoxide poisoning from the heater running? The ground temp was 40 on this day of thw accident. I also heard that the other pilot was also a excellent pilot I am very much wondering what happened to these two great pilots. Thank you Dan, take care.
@@MickyMonday with the last adsb data at 5600 I was thinking it looked to update once every 60 seconds and it probably only took 20 seconds to fly into the ground, whatever caused it to happen 🤷
I fly RC model planes which respond in exactly the same way. On a missed approach and with low flying speed, apply power and hold the nose down until youv'e built up speed. Nobody dies in my case!
I agree that the first thing is to power up and establish something like a level altitude. This will allow you to accelerate. Once you are accelerating and past some decent speed then establish a climb attitude. With a positive rate of climb, then retract first notch of flaps. If you are very low and level, I would not retract flaps unless I’m going pretty fast. This depends a lot on the aircraft. In my Col 400, I accelerate to about 90 knots and then establish a climb, retract first notch, accurate to 120 and climb back to pattern alt. Interestingly, my plane is a Columbia 400 with a twin turbo 310 hp engine. The nose does want to pitch up but nothing like a Bonanza or Sr22.
Dan the article does not say to pull. It says to “pitch up” which is going to happen regardless when you add power. Yes, you will probably need to push until you trim back out especially in my 182. It will take off like a rocket if you’re not paying attention.
if I understand the aerodynamics (physics) of this, as you add power the wind speed over wings begins lift (vertical rise of maybe 20 mph begins). This rise pushes the horizontal stabilizer downward, pitching the nose upward... just the opposite if you begin a rapid descent (nose would pitch downward like a lawn dart as it begins falling, or as a plane that stays banked sharply for an extended period does).
On approach, the wing and tail are perfectly balanced with the help of trim. The wing supports the weight of the airplane, which is by design nose heavy. The tail makes lift downwards, towards the earth, which counters the forward weight of the airplane, balancing it on the wing's lift. The trim required to do this varies with many factors, such as the speed of the airplane through the air. When he increases power, there is a momentary increase in propeller induced airflow over the surfaces, but more importantly, the aircraft accelerates. Increased airflow over the wings creates more lift, which changes the flight path. Increased airflow over the tail means it lifts more in the down direction, causing the tail to drop. This increases the angle of attack, and the lift created by the wings. The consequential climb is in opposition to gravity (going up hill), the rearward deflection of gravity causes a reduction of airspeed. The system was trimmed for balance at low power and approach speed (and flaps extended).
I think you may be trying to reinvent the wheel here, Dan. I agree that during a go around maneuver, if your aircraft is trimmed correctly for your Vref airspeed, you will need to eventually push down very soon after adding max power. If your aircraft is trimmed for Vref and you add max power, the aircraft will seek the speed you are trimmed for, and that means thr aircraft will pitch up. The aircraft will balloon up due to the added power. On a normal 3 degree glideslope, depending on the configuration, there will be a pitch that will keep you on the glideslope for a given power setting, usually, this is just a few degrees below the artificial horizon on the AI. Go arounds can be done at various configurations and speeds, hence different pitch angles on the AI, but you will be pitched down to maintain the descent angle. During a go around, power is added and the descent is arrested and a pitch up attitude is needed. So a pitch up is necessary relative to the slight below the horizon pitch for a standard glideslope. This is the pitch up after adding power. This will become very important when flying IFR with reference to instruments. A pitch up is needed to arrest the descent and begin a climb away from the ground. Now you can do this pitch up yourself or allow the added power to do it as a result of adding excess power for a given trim setting. But a pitch up must be done. This is different than allowing your attitude to pitch up in excess of the necessary pitch up due to added power and not adjusting trim for the new power setting. It happens fast in small aircraft so, firm and quick pressure will be needed to prevent ballooning nose up. And of course right rudder will be needed to counter left turning forces. This is all about the power and pitch combinations and the pressures relieved with trim. When you are trimked nose down, adding power will make the nose rise in response to added power with no trim adjustment. All of this can be more apparent with advanced aircraft with auto adjustable trim and engine placement and a host of other factors. But the power up, pitch up, clean up and speak up flow is a great way to remember basic flying when an unexpected go around or missed approach happens. You will always revert back to basics when stressed or suprised. If you want to say power up, pitch up, trim trim trim trim, clean up (when appropriate) and speak up, that is fine, but there needs to be a pitch change when going from an established pitch power combination for a descent and transitioning to a climb, it is necessary in almost all configurations. If you want to stress the importance of not letting the pitch get too high and adding forward yoke pressure and retrimming quickly, that is great. But you need to understand the pitch and power relationship and trimming an aircraft for a given speed and given power setting. The pitch attitude for a go around and not allowing it to be excessive due to trim forces should be stressed and not a rote action of power up and then press forward. Yes, pushing forward will become necessary until the trim is adjusted, but a pitch change from a descent to a climb will have to be done. There is nothing wrong with the well known and executed power up, pitch up, clean up and speak up when it is done correctly.
You miss the whole point. When you're low and slow after deciding to go around, the proper response is FULL THROTTLE, right now. If you pitch up at that exact moment your pushing full throttle, in this configuration, you're going to have a problem in most aircraft. Your comments about pitch, power and trim as it relates to IFR have nothing to do with this video. Telling a student that when they are low and slow and needs to execute a go-around, right now, to power and pitch up at the same time, is just....stupid. That is the point of the video.
@gawebm So you're saying power up and just keep a pitch attitude that is descending? So plow it right in? This is a simple go around with a simple list of items and actions that are done to safely complete a necessary maneuver. The basic rules of not getting below Vref and stalling the plane still apply. This is basic power and pitch actions. At some point, you must stop descending, this is a go around, not a landing. Add full power to induce acceleration and bring the nose up to stop the descent and begin a climb. No where did anyone say get slow or stall the aircraft. Use your head. You still have to fly the plane.
@@eltomas3634Seems like you’re being obtuse. I agreed with your OP but your reply is odd. Obviously, the pitch must change from net-down to net-up. You are arguing that there is no difference between mental modes of allowing the pitch to increase due to climb power vs adding a pitch-up yoke. Yoke input affects AOA, which can put a student into a stall. Better to push the pitch toward level while the engine is fighting the yoke (net level pitch) rather than grab back like a panicked monkey (net excess pitch followed by a need to recover from stall mid-go-around). The reason there’s a debate at all is because people conflate “pitch up by pulling the yoke” with “pitch up the airplane via best option” as shown by your reply.
@Rishnai Let me see if I can clear it up for you because you have mentioned grabbing monkeys and many things that no one has said. The aircraft has a pitch attitude about the rotational axis, pitch angle, aoa, the aircraft has a pitch angle that can be up or down. Your arms operate the yoke and control the pitch attitude of the aircraft. You push and pull on the yoke and this affects the pitch attitude. The very common, practical, reliable procedure is Power Up, Pitch Up, Clean Up, and Speak Up. This is simply a quick and easy memory device to help you with the basics of flying various aircraft. In the event of a go around: Power Up... Apply max power Pitch Up.....Adjust the pitch angle in the upward direction (Not pull up, or yank, or stall, or almost stall, or instantaneously, or grab the yoke...simply adjust the pitch up and away from the ground.) Clean Up....Configure the aircraft for flight after take off Speak Up....Use the radio I can't make it any easier for you than this. Pushing and pulling are what your arms do to the yoke and trim will relieve pressures. The aircraft has a pitch attitude of up and down that you control by pushing and pulling the yoke with your arms. You control your airspeed with different combinations of pitch and power. Pitch angle along with thrust determines the direction your plane will go, usually you are moving down during landing, if you decide to go around, you must change the direction to moving up.
I find it odd that there are so many disputing the need to arrest descent by pitching up. Excuse me, but when landing and in slow flight, you “pitch for airspeed and power for altitude”! The moment you cream the throttle forward you are already arresting descent but you need to hold the nose down due to the trim and flaps. DON’T immediately pitch up! (The airplane is already doing it and you exacerbate the problem if you assist in arresting the descent)
Flying is based on "selecting" a power setting and an attitude, NOT on pushing or pulling the control column, or pitching up or down. All very imprecise. I am appalled at the accident and fatality statistics in the USA, and that licensed pilots do not know how to go around or prevent a stall/ spin. Perhaps sloppy training is the cause. POWER+ATTITUDE!!!
A lot of this debate stems (IMO) from the use of TRIM. If you are on short final with nose up trim, then yeah, you are going to be pushing on the go around. Maybe pushing HARD. In the PA-28-181, I have neutral trim on short final. Maybe even lower than neutral. On the Go I guard the yoke to establish Vy and then trim nose up to keep Vy on the climb. At TPA, take out some power and re-trim. First notch, trim down. Second notch trim down, etc.
Perhaps full power, pitch for recommended go around speed, go to recommended flap setting in POH, and trim off presure. Push or pull depends on prior trim setting don't you think.. All per POH
A 172 with 40 degree flaps down would get you killed in a go around if you pull the yoke, in fact, you have to push like hell. My instructor taught me to get the nose level with the horizon in a go around or recovery from an upset.
Great job Dan! 🏆 I'm not even a pilot but I know better than to add power and pull up during a go-around. That's like being in a packed shopping mall parking lot during the Christmas rush while flooring the gas and simultaneously cranking the stereo while attempting a second lap of the parking lot trying to find a coveted parking spot. You're just going to hurt somebody. 👉🏻👉🏻👉🏻🧢
Seeing stickers on the yoke like this to mark the elevator position makes me a little worried. What if you push and those stickers get detached and jammed in there? Looks like they are pretty thin in your case and not likely that’s gonna happen, but someone out there may try to do something similar but with poor quality. I would much rather use a marker for the same effect and no risk.
Very Very good but surly everyone was taught like your have just demonstrated ? , also your min speed with save many GA pilot , mark my air speed indicator two years ago after seeing your video, so so simple but a brilliant idea, just a bit yellow tape
