[MUSIC]
There are many reasons why you might choose or need to do a
go-around. The first situation in which you do a go around is if for any reason
you're unhappy with your position on glide slope on
profile when you're on finals and that's a decision that can be made
very early. The other reason of course is traffic, some obstacle, something
unexpected happens so an aircraft might taxi out onto the runway in front of you
and suddenly you're not able to land anymore.
So if the runway is obstructed, if somebody for some reason hasn't heard
your radio calls and taxis out and starts to take off in front of you,
somebody does an emergency landing on a runway, a herd of cows come running
across the runway, kangaroos, emus, that's something you know
seriously does happen at outback strips and even at some of
the airports around here. So if there's livestock on the runway
that can be a reason to go around or suddenly you approach the runway and
realise that the conditions of the runway are not what you expected.
Happened to us on one of the outback trips that there were large ant hills
on the runway. We didn't see them until we actually got right down.
So there's lots of different reasons why or a sudden gust of crosswind
might destabilise your approach, that could change your mind about touching
down. A glance at the windsock, an assessment that the crosswind component
isn't going to be satisfactory you might choose to go around and have another go
at it. There's nothing wrong with doing a
go-around it's a very safe maneuver, it's a decision of airmanship.
It's much much better to go around than to stuff around.
Having decided to go around a pilot, then needs
to reconfigure the aircraft and change their plans.
So a quick change of mental state and adapting to a new situation
aviating navigating flying....first so first thing is
Aviate, add full power, plenty of right rudder
positive rate of climb, retract one stage of flap
and we're going to follow the centre line. (RADIO CALL) Bathurst traffic Charlie Yankee
Foxtrot going around three five Bathurst. Many students
particularly think that the first thing they should do is tell people that
they're going around. No. That's the last thing that you do. You
fly the aircraft, establish yourself clear of other
traffic, clear of the runway and only when your
aircraft is stabilised in a climb out and that you've selected your track and
you're on course is it safe to then make a call
and advise people that you're making a go around. The earlier the decision can
be made the more safely the go-around can be executed.
So it's a good idea for pilots to ask themselves
no later than halfway down final, am I committed,
is everything the way it should be and if not make the decision to go around
early. A situation that I really do not like to see as a
flight examiner and an instructor is somebody doing what i call
a Tiger Woods, getting themselves into a hole and then
showing everybody how fantastically they can get themselves out of the hole.
The last thing i want to see or hear is a pilot saying
I know this doesn't look good, but trust me i can make it work.
I was living in Indonesia at the time that the Boeing 737 run by Garuda
Airlines ran off the end of the runway. I don't know if you recall the incident
and reportedly afterwards the first officer had said to the captain
"excuse me and don't you think we're going a little too fast and that we're a
little too high" and the captain said "leave it to me i've got it"
and the aircraft ran off the end of the runway burst into flames and a number of
Australians who were at the embassy at the time
were killed in that accident. That's, it's a human factors issue.
The decision to go around early and to execute it safely
is a pilot's decision and so accidents associated with failure to go around or
poorly executed go-arounds can be avoided. There's no reason why
go-arounds can't be practiced regularly. It's a
shame, but often in people's mind a go-around is associated with
failure people think i'm going around because my final approach was wrong, I
made a mess so now i'm having to go around or i'm going around because
somebody got in the way on the ground and so we think of it as something a
non-standard procedure or something that's the result of bad
performance or or it's an inconvenience, we shouldn't.
The flying that we're practicing when we do a go-around builds very very
good skills. Every time people go out to do a few
circuits just to stay current you know a couple of those circuits
should be go arounds. Our ability to respond
to the unexpected is only as good as the skills that we continue
to practice. Think of a go-around as something that
you should do from time to time to practice
those quick changes of aircraft configuration
that are needed in those situations. To practice
your assessment of is my approach stabilised and is the runway in fact
clear and going to remain clear and even just to practice throwing
yourself the unexpected. The more you practice go arounds the
safer you'll be at doing them.