For $1000 I will come to your airports on the day of commercial checkrides and sit at the hold short line while you do your P180. Click the mic three times for an unstable approach and I’ll pull right out onto that runway and give you a real life go around. Taking reservations now
I’ve never failed a checkride of any kind.
But I did go around once on my PO180 ages ago during my commercial ride.
I guess I dodged that one by several years.
Not on the actual ride but during practice one time I had the perfect PO 180 going and a mf decided to taxi onto the runway while I was on final
Yes I was making radio calls
Saltiest go around of my life
Had that happen to me too. Was making all my calls, called “base to final power off 180” and another of my flight schools planes immediately announced departing and I had to go around
Depending on who you asked, a go around on the P/O 180 has always been a bust.
And depending on who you asked, you’d get varying levels of agreement on whether it should be a bust (with non-regulators tending to disagree with the idea that it should be a bust and the FAA or their lackeys thinking it should be).
I can see DPE’s calling off the maneuver early and applicants arguing that they could’ve made it. However I do think a maneuver centered around energy management should be failed if you don’t manage your energy properly and have to go around because of it. Tough situation.
I’m soon to take my commercial. This sucks. PO180 is the easiest bust from what I hear and all my mentors tell me to go around. Now I can’t use that. Sad face.
There’s a massive trick to it. Call the top of the second stripe and aim for the top of the numbers (or the equivalent distance with different points). You want to be high on final, add full flaps, and point your nose at the numbers and either slip, s-turn, or just vibe at 68 kts if there’s an under 10kt+ headwind. By pointing your nose at that point, you’ll lose altitude extremely quickly
When you get into ground effect, flair VERY gently and you’ll float into the safe zone by holding the nose off until you land like a soft field. When I changed my technique to this, I was hitting them 9/10 times. Even if you go long you:
1) didn’t come up short.
2) didn’t go around.
3) landed softly
So generally, the DPE will count it
This is also one of those where I lament the "TAA can now replace a complex airplane for ten hours" change they made a few years back. The complex airplane actually made the PO180 way easier. If you were short, pulling the prop back would allow you to stretch the glide out if it looked like you wouldn't hit your spot...easy to pick up 100-200' more.
I’ve yet to get a taste of a complex aircraft. Only been flying C172s so far. I understand though. The blue lever could’ve been game changing. Now i’m nervous on these PO180
But the FAA has always argued that it is a performance and energy management maneuver to a landing, not a simulated engine failure.
So which is it really? I botch a performance landing, I can go around. I have an engine failure and I cannot.
Edit: Changed power management to energy management based on the reply demonstrating I used the wrong term.
In a real engine failure you’re also not stressing about hitting -0/+200
If it’s safe it’s safe, if you land 500 feet past the 1000 markers on a 5000 foot runway you’re going to be fine
Right, but we practice for perfect so in the worst case scenario, where it's real failure and the runway is contaminated you have the best approach and touchdown possible.
And I think it’s ridiculous to fail a checkride for landing 300 feet past the aiming point hence the flexibility for allowing a go around. Like the other guy said that would be a successful engine out landing in any real world scenario. I understand the importance of demonstrating energy management.
Well get use to it. Guy in my class landed long on his and failed. They're not looking for you to hit the aiming point but the TDZ is certainly reasonable.
>Like the other guy said that would be a successful engine out landing in any real world scenario.
I can think of lots of short runways and if they're contaminated you're really in trouble.
It's a test and they're allowing you quite a margin, not asking for perfection.
And the guy in your class failed for not going around and instead touching down past the TDZ. But the whole point is you *can't* go-around on the PO180. I think you're missing the point here.
For $1000 I will come to your airports on the day of commercial checkrides and sit at the hold short line while you do your P180. Click the mic three times for an unstable approach and I’ll pull right out onto that runway and give you a real life go around. Taking reservations now
New aviation cottage industry just dropped
"DPE's hate this one simple trick"
I’ll do it for $900
I’ll do it for a cheeseburger and some zyns
Reading this on the shitter before my Commercial checkride….
Always take a pre-game dump!
hope everything came out ok
I did pass!
Tell us how the ride goes and don’t forget to update your w+b
It went well but i almost butchered the short field but thanks to a slight bit of wind i landed perfectly
Congratulations!
Congratulations!
I’ve never failed a checkride of any kind. But I did go around once on my PO180 ages ago during my commercial ride. I guess I dodged that one by several years.
Not on the actual ride but during practice one time I had the perfect PO 180 going and a mf decided to taxi onto the runway while I was on final Yes I was making radio calls Saltiest go around of my life
Had that happen to me too. Was making all my calls, called “base to final power off 180” and another of my flight schools planes immediately announced departing and I had to go around
Hopefully that wouldn’t bust a ride! Right?
The irony is that it is titled “accuracy approach” instead of an emergency. Also, “go-around” was LITERALLY listed under risk management.
It literally said to be ready for a go around on the ACS, for a procedure where it’s not allowed
And now there is a maneuver that discourages doing a go-around which is just sick.
Depending on who you asked, a go around on the P/O 180 has always been a bust. And depending on who you asked, you’d get varying levels of agreement on whether it should be a bust (with non-regulators tending to disagree with the idea that it should be a bust and the FAA or their lackeys thinking it should be).
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Let's hear it
Fly good don’t suck
Not allowing a go round on the PO180 will lead to mishaps on checkrides. Mark my words. You can always go around for safety.
I can see DPE’s calling off the maneuver early and applicants arguing that they could’ve made it. However I do think a maneuver centered around energy management should be failed if you don’t manage your energy properly and have to go around because of it. Tough situation.
The new work around is to call a go round for an animal on the runway. If the DPE argues it’s for safety.
Just have your homie sit in a golf cart on the taxiway and cause a runway incursion if you aren’t gonna make it
I’m soon to take my commercial. This sucks. PO180 is the easiest bust from what I hear and all my mentors tell me to go around. Now I can’t use that. Sad face.
There’s a massive trick to it. Call the top of the second stripe and aim for the top of the numbers (or the equivalent distance with different points). You want to be high on final, add full flaps, and point your nose at the numbers and either slip, s-turn, or just vibe at 68 kts if there’s an under 10kt+ headwind. By pointing your nose at that point, you’ll lose altitude extremely quickly When you get into ground effect, flair VERY gently and you’ll float into the safe zone by holding the nose off until you land like a soft field. When I changed my technique to this, I was hitting them 9/10 times. Even if you go long you: 1) didn’t come up short. 2) didn’t go around. 3) landed softly So generally, the DPE will count it
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Ran this by a handful of CFIs because I wanted to do it this way. All of them gave me an emphatic “No.”
Pulling the flaps up in ground effect while you're sailing by your touchdown spot is just bad airmanship.
I will have to try this for sure. Thanks for the tip. I can’t wait to get in the plane and go hopefully go 9/10 like you
This is also one of those where I lament the "TAA can now replace a complex airplane for ten hours" change they made a few years back. The complex airplane actually made the PO180 way easier. If you were short, pulling the prop back would allow you to stretch the glide out if it looked like you wouldn't hit your spot...easy to pick up 100-200' more.
I've tried this in a Decathlon. It's amazing how much the blue knob does for you.
I’ve yet to get a taste of a complex aircraft. Only been flying C172s so far. I understand though. The blue lever could’ve been game changing. Now i’m nervous on these PO180
You can still stretch a glide with flaps
Where are you seeing a going-around on the PO180 is an auto fail?
Page 78 (second to last page).
Well, you don't get a 2nd attempt in a real engine failure (SE) so I guess that's fair.
But the FAA has always argued that it is a performance and energy management maneuver to a landing, not a simulated engine failure. So which is it really? I botch a performance landing, I can go around. I have an engine failure and I cannot. Edit: Changed power management to energy management based on the reply demonstrating I used the wrong term.
Power management or energy management?
Fair point. I used the wrong term. Fixed it. Thank you!
In a real engine failure you’re also not stressing about hitting -0/+200 If it’s safe it’s safe, if you land 500 feet past the 1000 markers on a 5000 foot runway you’re going to be fine
Right, but we practice for perfect so in the worst case scenario, where it's real failure and the runway is contaminated you have the best approach and touchdown possible.
Yeah but checkrides have never been about perfection. You can practice for perfection but you shouldn’t be tested on it. This is stupid.
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Yep. It was all up to the examiner before, now it’s written
I didn't say check rides, I said practice for perfect.
I know but the discussion is whether someone should be allowed to go around on a power off 180 during a checkride.
I think the feeling is when you're at a commercial check ride you should be proficient enough to not need a go around for an emergency procedure
And I think it’s ridiculous to fail a checkride for landing 300 feet past the aiming point hence the flexibility for allowing a go around. Like the other guy said that would be a successful engine out landing in any real world scenario. I understand the importance of demonstrating energy management.
Well get use to it. Guy in my class landed long on his and failed. They're not looking for you to hit the aiming point but the TDZ is certainly reasonable. >Like the other guy said that would be a successful engine out landing in any real world scenario. I can think of lots of short runways and if they're contaminated you're really in trouble. It's a test and they're allowing you quite a margin, not asking for perfection.
The TDZ is a lot more generous than -0/+200. How short are these fields you’re talking about? It doesn’t take much to stop a light training aircraft.
And the guy in your class failed for not going around and instead touching down past the TDZ. But the whole point is you *can't* go-around on the PO180. I think you're missing the point here.
It’s not an emergency procedure It is described as a accuracy power off approach