Numerous variables passes through
a pilot’s mind when he or she is in command of the airplane. All these
variables must be properly ascertained by the pilot to ensure a safe flight.
Sometimes the decisions to be
made are simple, like adjusting to a gusty crosswind in a light trainer. Other
times, it can be as challenging as controlling an airliner when the electric
trim decides to take a rest. There are numerous other situations between these
two extremes.
In this long list of situations
there is one item that is often undervalued except when it pops up. This is the
decision whether to go around or not?
Some pilots decide to go around
only when things are really bad. Now, there is no standard to define as to what
is “really bad”.
There is a group of pilots who
claim that they know the situation when they see it. There is a third group who
reason that executing a go around points to the inability of pilots to make a
successful landing the first time.
Whether it is blue sky or the one
filled with clouds, we should be aware as to when to say it is enough. It is an
important moment during flying for which we need to be trained.
In most cases pilots are not
trained to be as good in executive go-around as in landing their airplane.
Instructors are of the belief that they will be criticized for their teaching
techniques that led a pilot to execute a go-around.
As has been confirmed by many
accident reports, most pilots are not good in executing a go-around. In the
first place they are not able to decide as to exactly when a go-around needs to
be executed.
Secondly, most of them are out of
practice, so much so that it is never thought of as an option in most of the
cases.
In July 2010 three people
including the pilot lost their lives while landing a Cirrus SR22 in clear
weather and calm winds. The runway was 4,552 foot long but the plane was high
and touched halfway down. The pilot executed a go-around only after the
airplane bounced.
The airplane was then pitched up
and entered a left turn only to nose dive back on the runway.
No evidence of mechanical failure
or malfunction was found in investigation by the National Transportation Safety
Board. The flaps were, however, in full extended position.
According to the pilot operating
handbook of Cirrus flaps need to be retracted to 50% at the time of go-around.
Once the obstacles are cleared they are required to be retracted completely.
The probable cause of the
accident was determined to be pilot’s inability to maintain control of aircraft
at the time of go-around. What caused the accident was improper use of flaps
and un-stabilized final approached followed by the pilot.
Lack of proper training or poor
training to overcome undesirable situation is a problem associated not just
with low-time pilots.
In July 2013, A Boeing 777 hit
the seawall at the San Francisco International Airport near the approach end of
the Runway 28L. The airplane was flown by three type rated pilots and none of
them noticed the bleeding airspeed as the airplane approached the runway. When
the go-around was attempted by the pilots it was already too late and the
airplane touched the ground with its tail first.
In August 2016, another Boeing
777 made an unsuccessful go-around and crashed at Dubai International Airport.
The plane was engulfed by flames soon after impact, however, everyone managed
to escape by the time flames busted.
The final report is still being
written by the General Civil Aviation Authority of UAE. However, the decisions
taken by the pilots during the final few minutes certainly need attention.
The crew was alerted for wind
shear by the automated system on final approach as the winds changed back and
forth almost 180 degrees. The crew was also alerted by the onboard computer of
the long landing.
The captain attempted for a
second landing and pitched the plane for a climb. The gear starts to retract
after six seconds. The 777 climbed only for 85 feet before it started sinking
again. The two giant Rolls-Royce Trent engines gyrated in full power, but were
unable to silence the “Don’t sink, don’t sink” siren in the cockpit.
With a speed of only 125 knots
and landing gear still in transit, the fate of this Boeing aircraft was sealed.
Where are we doing wrong?
It is not easy to determine as to
why a go-around fail. Take the example of August Emirates crash. It is
important to take a closer look at the automation system of aircraft along with
pilot’s understanding on how to use that technology.
In the case, the automation
system of Boeing 777 worked exactly the way it was meant to. What looks like
the crew was of the belief that auto-throttles will bring the engines to full
power in case of a go-around. It was a mistake that was realized too late.
The auto-throttles will not get
activated once the main gear of Boeing touched the concrete. It is because of
this reason the engines were idle for so long.
The question that arises here is
that how come pilot are ignorant or do not have the right information on how
the automation system will behave in the wake of a go-around. The required
level of proficiency can only be reached when the go-around maneuver is
practiced regularly in a variety of arrival situations.
Stable Approach
The best indicator of a good
landing is a stable approach. It is a rule that is recited many times over,
whether you are a Beechcraft Bonanza pilot or of an Airbus 380. It is easy to
define “stable”, but when it not easy to define the final decision when an
approach is considered unstable enough to execute a go around.
“Stable”, according to
transport-category pilots, can be defined as 1,000 AGL point with gears down,
final flaps in position and the speed of the aircraft is within the safety
margin. In case the pilot has to correct to the standard still, than a
go-around need to be executed.
However, in real life things are
not as clear as the above lines read and pilots have continued with their
approach in clearly unstable indications.
In case of Cirrus SR22, a stable
approach means final flaps in position by 300 to 500 AGL with speed at 75 plus
or minus 5. But, when a go-around will be necessary in case the aircraft is
flying outside these parameters? Is there a need to worry in case the aircraft
is flying at 74 knots?
It is clear that standards have
been set for every maneuver, but as most of the pilots will agree, no two days
are similar in the life of a pilot.
The only problem is that a
go-around is the least practiced maneuver. This is the reason why so many
pilots fail to execute one when they fall in such a situation. Only sufficient
practice and experience can equip a pilot to answer the question “when”.
Knowing “when” is only half the
battle won as the remaining half battle is to set the plane for the right
go-around according to the prevailing conditions.
Even while practicing go-around,
the pilot should put himself in different situations every time. In case a
pilot want to be really effective in executive go-around, than it should be
practiced in an unexpected manner in the simulator.
If you know that you will execute
a go-around, your mind is half prepared, which is quite different from the real
life situations. The unique feature of a go-around is that a pilot doesn’t know
to the last point that it has to be executed.
Ask your instructor to throw you
in a go-around situation on any day that is when you will learn on how to come
out of it.
Conclusion
The researchers have realized
that the maneuver is a rare one even for most commercial pilots. A short haul
pilot may execute a go-around only one or two times in a year. In case of long
haul pilot it may happen only once in two or three years.
Statistics have indicated that
less than 5% pilots execute a go-around even in these rare occurrences. It has
also been indicated that nearly 10% of the go-around have ended up in a
hazardous outcome.
To prevent accidents arising out
of a go-around, pilots need to train more often. Maintaining situational
awareness is of utmost importance to pilots. Regardless of the type of aircraft
we are flying, the safety margins have been created with the hope that they
will never be needed actually.
Every pilot should create his or
her own standard which should never be violated. Proper training will keeps us
mentally and physically sharp to overcome the situation as and when it arises.
In the end, always remember, when
you execute a go-around, your credibility as a pilot will never be put to
question.
