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Thread: Go around procedure

  1. #11
    Quote Originally Posted by Howie View Post
    Is that flaps fully retracted at 140 KIAS?
    I understand that to mean select flaps up when accelerating through 140 KIAS

  2. #12
    Senior Member Baxter's Avatar
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    Quote Originally Posted by Howie View Post
    Is that flaps fully retracted at 140 KIAS?
    Yes 140 is the minimum speed for complete flap retraction....and you should be accelerating before flap retraction.

    you will more than likely be comfortably past that number by the time speed brakes are retracted and gear is up

  3. #13
    Senior Member Howie's Avatar
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    Well, I finally found a video and of course it's exactly as in the OI's. Looks like number 2 holds it level down the runway until 200+ knots, pulls straight up and and then banks right over for the crosswind into downwind.

    http://www.youtube.com/watch?v=xJn_GUhgHwE

  4. #14
    Member Dojo's Avatar
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    Again, as I suggested in the beginning here: high performing aircraft. Don't compare to civilian procedures.

  5. #15
    Senior Member Howie's Avatar
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    Quote Originally Posted by Dojo View Post
    Again, as I suggested in the beginning here: high performing aircraft. Don't compare to civilian procedures.
    Do I have to make you a signature this time?

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    Dojo (03Nov14)

  7. #16
    GOMER 2 Noodle's Avatar
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    I haven't looked at the source material, but it sounds like you guys are describing what's called a "closed pull", which is a maneuver that follows a Low Approach and is used to aggressively reposition the aircraft to the "inside" downwind - the same perch as an overhead break.

    This is of course different than a "go around" or "missed approach", which is a benign maneuver because it's meant to be flown in IMC.

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    Howie (03Nov14)

  9. #17
    Member Dojo's Avatar
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    I guess that did come out kind of tersely, apologies for that. What I really meant was: You started the thread with the goal of making sure we were learning and following proper procedures. Totally agree, in fact, I don't know anyone within the 476th who doesn't.

    The flaw, is a mistake I've also made many times: Evaluating military aircraft through the lens of civilian procedures and knowledge. They're really not handled the same.
    Last edited by Dojo; 03Nov14 at 22:59.

  10. #18
    MrushR
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    Quote Originally Posted by Snoopy View Post
    Read our checklist, it's all from the real -1. All our OIs are from real world A-10 documents so trying to figure out why may be fun but it's how it's done real world.
    I just printed out the checklist today! I am putting it in my folder as I write this. Hopefully my company doesn't mind me using their paper. LOL.

    Commuting home right now and this is the perfect time to read.

  11. #19
    Senior Member Howie's Avatar
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    Yeah, I've been caught out by the civilian/military thing many times before as well.

    I guess with civilian training you're deliberately discourage from aggressive manoeuvring, especially when low and slow. This is probably just so your average Joe doesn't kill himself trying to do something silly and so he knows how to fly a generic aircraft well within its safety limits.

    With the military it seems if they have the ability to do something, they just train to do it right to the limit rather than comfortably within it.

  12. #20
    Senior Member Baxter's Avatar
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    Come on Howie your not having enough fun then! I rolled every GA plane i flew...1G is 1G If your upside down or not

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    Yassy (04Nov14)

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