the landing gear retracted when there is a positive rate of  climb and no chance of runway contact. The remaining flaps  should then be retracted.  [Figure 12-10] field approach and landing procedure, some AFM/POHs  recommend a slightly slower than normal approach airspeed.  If no such slower speed is published, use the AFM/POH- recommended normal approach speed. If the go-around was initiated due to conflicting traffic on the  ground or aloft, the pilot should maneuver to the side so as to  keep the conflicting traffic in sight. This may involve a shallow  bank turn to offset and then parallel the runway/landing area. Full flaps are used to provide the steepest approach angle.  If obstacles are present, the approach should be planned so  that no drastic power reductions are required after they are  cleared. The power should be smoothly reduced to idle in  the round out prior to touchdown. Pilots should keep in mind  that the propeller blast blows over the wings providing some  lift in addition to thrust. Reducing power significantly, just  after obstacle clearance, usually results in a sudden, high  sink rate that may lead to a hard landing. After the short- field touchdown, maximum stopping effort is achieved by  retracting the wing flaps, adding back pressure to the elevator/ stabilator, and applying heavy braking. However, if the  runway length permits, the wing flaps should be left in the  extended position until the airplane has been stopped clear  of the runway. There is always a significant risk of retracting  the landing gear instead of the wing flaps when flap retraction  is attempted on the landing rollout. If the airplane was in trim for the landing approach when the  go-around was commenced, it soon requires a great deal of  forward elevator/stabilator pressure as the airplane accelerates  away in a climb. The pilot should apply appropriate forward  pressure to maintain the desired pitch attitude. Trim should  be commenced immediately. The Balked Landing checklist  should be reviewed as work load permits. Many multiengine airplanes have a landing gear retraction  speed significantly less than the extension speed. Care should  be exercised during the go-around not to exceed the retraction  speed. If the pilot desires to return for a landing, it is essential  to re-accomplish the entire Before Landing checklist. An  interruption to a pilot’s habit patterns, such as a go-around,  is a classic scenario for a subsequent gear up landing. Landing conditions that involve a short-field, high-winds, or  strong crosswinds are just about the only situations where  flap retraction on the landing rollout should be considered.  When there is an operational need to retract the flaps just  after touchdown, it must be done deliberately with the flap  handle positively identified before it is moved. When the decision to go around is made, the throttles should  be advanced to takeoff power. With adequate airspeed, the  airplane should be placed in a climb pitch attitude. These  actions, which are accomplished simultaneously, arrest the  sink rate and place the airplane in the proper attitude for  transition to a climb. The initial target airspeed is V$_{Y}$ or V$_{X}$  if obstructions are present. With sufficient airspeed, the flaps  should be retracted from full to an intermediate position and  The preceding discussion about doing a go-around assumes  that the maneuver was initiated from normal approach speeds  or faster. If the go-around was initiated from a low airspeed,  the initial pitch up to a climb attitude must be tempered with  the necessity of maintaining adequate flying speed throughout  the maneuver. Examples of where this applies include a  go-around initiated from the landing round out or recovery  Flaps should be retracted before the landing gear for two  reasons. First, on most airplanes, full flaps produce more drag  than the extended landing gear. Secondly, the airplane tends  to settle somewhat with flap retraction, and the landing gear  should be down in the event of an inadvertent, momentary  touchdown. Go-Around Figure 12-10.  Go-around procedure. 12-18 Timely decision to make go-around Apply max power adjust pitch attitude to arrest sink rate Flaps to intermediate Retract remaining flaps 500’ Cruise climb Positive rate of climb, retract gear, climb at V$_{Y}$