Rob wrote:I've never understood the fear of a go-around in a 18X series airplane. I've also never understood the instructor mentality to cobb the throttle in a go-around. If there was an STC to add a 1000hp engine to the 18X airframe would these instructors still light the afterburners?

Unless you're landing in a one way strip carved in 200' spruce trees with the end coming quick, all you really need the airplane to do is start flying again. And the above scenario is probably not somewhere a 10hr pilot needs to find himself in.

If you land as Contact suggests (and if you are not flying a glider, I'd highly agree with his techniques) you will arrive at the go-around point almost flying (it actually will be flying with the aid of ground effect). Just make it fly again.

Every emergency procedure I have ever visited always begins with aviate, that means fly.... that's it.... just make the thing fly, no need for a grand tail stand aiming for the moon, no need to compete for the highest VSI reading, just fly.

Easy on the throttle will be kinder to your engine, kinder to your airframe, and kinder to your arms. You can always add more if you're not at the stop, and you can do it as you clean the thing up. Somebody's probably going to mention the carb enrichment circuit for cooling on the go around... what ever... that's because they have failed to realize that if you haven't cobbed the throttle and let the nose point itself at the moon, you really haven't created a bunch of heat

Don't invent boogey men, to come up with scenarios that have you training in ways that leave more risk, than the returned benefit. As an example I see we've offered deer as a reason to unleash every inch of horsepower or mighty beast can muster . Deer? Landing in the sticks for a living, I can't even begin to guess at the times I've turned the lights on to find deer, javelina, coyotes, and the odd mountain lion, crossing in front of me. I've probably had to go around once or twice in all those events, usually a minor blip of the throttle, a nudge on the stick, we play leap frog, and life goes on... This is in a TW airplane that weighs 5000 lbs, and has a 'few' more ponies than a 18X. I am not Bob Hoover, but it seems to me that giving a P-51 all she has in a go around is just trading one hazard for another. Just make it fly.

I'd train for the go around. I'd train for it at full flaps and full power, because that's where you'll be in an inadvertent runaway trim (not terribly uncommon in the 18X series planes) and then I'd learn what the airplane really needs to get the job done, in the real world go-arounds.

I'd give up the touch and goes...In fact if I were king for the day, I'd ban them. Why rush training? you get more of what you need with full stops, at speeds that are going to do less damage if you lose it. Incidentally, the slow speeds are more likely to be where you ground loop, so why not practice there?

I am of the opinion that 'balls to the wall' stems from training with an A65 J3, and then advancing to an overweight bomber etc... Outside of aerobatics, very few are the incidents that control inputs on the machines such as the OP's need to be like light switches... far more are the scenarios that prefer smooth, linear inputs.

Training like this, you will discover soon enough that even if you need to go 'balls to the wall' in the 18X, it really is going to be a non event. Regardless of where the trim is... you just need to burn some gas (safely) to get to that point.

Take care, Rob
Not an instructor

ington6 wrote:The full power, full flap, go around we’ve been talking about would be not much different to a pponked or other modified 182/180 right? Or does the 185 much hard to handle because of the already heavy controls? Vs 180/182.?

ington6 wrote:The full power, full flap, go around we’ve been talking about would be not much different to a pponked or other modified 182/180 right? Or does the 185 much hard to handle because of the already heavy controls? Vs 180/182.?

ington6 wrote:The full power, full flap, go around we’ve been talking about would be not much different to a pponked or other modified 182/180 right? Or does the 185 much hard to handle because of the already heavy controls? Vs 180/182.?

ington6 wrote:For sure. We actually already sent out the gears to be overhauled and it will be dead on when they are installed. I wonder how many ground loops are caused by poorly handling planes in the first place? I looked at a few before buying and it seems like a majority of these planes have been shimmed up in one way or another and the average buyer doesn’t really ever check those things.

ington6 wrote:For sure. We actually already sent out the gears to be overhauled and it will be dead on when they are installed. I wonder how many ground loops are caused by poorly handling planes in the first place? I looked at a few before buying and it seems like a majority of these planes have been shimmed up in one way or another and the average buyer doesn’t really ever check those things.