Ground effect is a factor in every landing and every takeoff in fixed-wing airplanes. Ground effect can also be an important factor in go-arounds. If the go-around is made close to the ground, the airplane may be in the ground effect area. Pilots are often lulled into a sense of false security by the apparent "cushion of air" under the wings that initially assists in the transition from an approach descent to a climb. This "cushion of air," however, is imaginary. The apparent increase in airplane performance is, in fact, due to a reduction in induced drag in the ground effect area. It is "borrowed" performance that must be repaid when the airplane climbs out of the ground effect area. The pilot must factor in ground effect when initiating a go-around close to the ground. An attempt to climb prematurely may result in the airplane not being able to climb, or even maintain altitude at full power.
Common errors in the performance of go-arounds (rejected landings) are:
Failure to recognize a condition that warrants a
rejected landing.
Indecision.
Delay in initiating a go-round.
Failure to apply maximum allowable power in a timely manner.
Abrupt power application.
Improper pitch attitude.
Failure to configure the airplane appropriately.
Attempting to climb out of ground effect prematurely.
Failure to adequately compensate for torque/Pfactor.
Spanair - Croatia Airlines' newest partner
Croatia Airlines is using its status as a regional Star Alliance member to form plenty of new code share agreements with other carriers in Europe this summer. This way the Croatian national carrier will provide better services for its passengers and will be able to profit from the code share agreements. Croatia Airlines will start code sharing cooperation with Spanair. This budget Spanish carrier has been a Star Alliance member since 2003. The new code share will be made possible with the inauguration of new, 3 weekly flights, from Zagreb to Barcelona starting June 9. Croatia Airlines is offering in code share, Spanair flights from Barcelona to domestic destinations within Spain. These are Alicante, Bilbao, Granada, Ibiza, Jerez, La Coruna, Madrid, Malaga, Menorca, Palma de Mallorca, Santiago de Compostela, Sevilla and Vigo. The code share flight from Zagreb to Madrid via Barcelona in cooperation with Spanair will be in direct competition with the new nonstop Zagreb – Madrid service operated by the Spanish national carrier from July 4. Still within the Iberian Peninsula, Croatia Airlines has signed a new agreement with the Portuguese national carrier TAP. Via Barcelona, Croatian travellers will be able to fly on Croatia Airlines code share flight, operated by TAP, to Porto. The two carriers already code share on the TAP flights to Lisbon via Bologna from Zagreb.
For those interested, Croatia Airlines has been a regional Star Alliance member since 2004, with its membership sponsored by the German giant Lufthansa.
Great (and getting hot!) weather and a good, if not record-breaking, turnout mark the beginning of the
EAA Sun 'n Fun flyin. The exhibitor turnout is likewise somewhat down, although Dan Johnson's
LSA Mall at the entrance is filled with aircraft and lots of serious interest from potential buyers, as in previous shows.
I've talked with many
LSA companies here who say there are
more serious buyers, fewer "tire-kickers".
Some LSA makers like
Flight Design have racked up aircraft sales already. Others are still hoping to do business: it depends on who you talk to on whether the show is better or worse than expected. Expectations due to the economic times were not high to begin with, so it's too early to put a number on the overall picture.
Lots of new developments though, with more details to come here, such as:
* a new electric/Rotax
hybrid engine that will boost economy and provide electric power safety backup in emergencies, announced at AERO Friedrichshafen
*
Evektor passes
LAMA audit*
Legend Cub offers
sub-$100,000 "Aeronomic Stimulus" SLSA, and new
Garmin 696 installation*
EAA presents
Earth Day celebration with
electric LSA prototype in center of the LSA exhibitors in the southeast display mall.
And lots more to come.
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 as recommended 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. A sudden and complete retraction of the flaps could cause a loss of lift resulting in the airplane settling into the ground.
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.
Whilst waiting to line up today at Rangiora, these two aircraft crossed my bows.
Above is the Dave Mitchell Rans S6ES Coyote 11
ZK-DYM c/n 4051657 , known as "Kermit" and using the callsign "Delta Yankee Kermit" (locally).
I do like a bit of individuality and admit that I use "fox" instead of the full "Foxtrot".
Then an unusual event. This colourful Eurocopter EC 120B from Garden City Helicopters,
ZK-IQT , c/n 1370 , arrived and did an overhead rejoin and full curcuit, instead of the more common zoom, hover & dump down at the fuel pump. Well done ! This has been with Garden City since being imported in May of 2005.
Above we have a photo taken at Rangiora on 21-10-2007 of Airborne Windsports Edge 582
ZK-JKZ with a listed c/n of "W2 135". It was first registered to Ian Clark of Auckland on 15-12-1999, then to G & M Gross at Whangarei on 02-02-2001. By 30-04-2004 it was with Liam Naden initially of Paihia and later of North Canterbury. By October 2006 it had accumulated about 400 h our flying time. Its registration is shown as being revoked on 23-05-2007.
I have a report that it was damaged when a trailer which it was on overturned.
Above shows it today at Rangiora now listed as ZK-JHU to Doug Anderson and with its correct c/n of 582-411B. The initial c/n used was in fact its the serial number of its Wizzard 11 wing. Originally it had a Brolga prop but now sports a locally produced Brent Thompson propeller which still requires a little tweeking.
The reason for having the new registration on the fuselage pod is that the wing fabric has had a treatment which prevents the transfers from adhering.
