effect when initiating a go-around close to the ground. An  attempt to climb prematurely may result in the airplane not  being able to climb or even maintain altitude at full power. have the landing gear in the down-and-locked position.  After a positive rate of climb is established, the landing gear  is retracted. When takeoff power is applied, it is usually necessary to  hold considerable pressure on the controls to maintain  straight flight and a safe climb attitude. Since the airplane  is trimmed for the approach (a low power and low airspeed  condition), application of maximum allowable power requires  considerable control pressure to maintain a climb pitch  attitude. The addition of power tends to raise the airplane’s  nose suddenly and veer to the left. Forward elevator pressure  must be anticipated and applied to hold the nose in a safe  climb attitude. Right rudder pressure must be increased to  counteract torque and P-factor and to keep the nose straight.  The airplane must be held in the proper flight attitude  regardless of the amount of control pressure that is required.  Trim is applied to relieve adverse control pressures and assist  in maintaining a proper pitch attitude. On airplanes that  produce high control pressures when using maximum power  on go-arounds, use caution when reaching for the flap handle.  Airplane control is critical during this high-workload phase. Common errors in the performance of go-arounds (rejected  landings) are: The landing gear is retracted only after the initial or rough trim  is accomplished and when it is certain the airplane will remain  airborne. During the initial part of an extremely low go- around, it is possible for the airplane to settle onto the runway  and bounce. This situation is not particularly dangerous  provided the airplane is kept straight and a constant, safe pitch  attitude is maintained. With the application of power, the  airplane attains a safe flying speed rapidly and the advanced  power cushions any secondary touchdown. Many runways or landing areas are such that landings must be  made while the wind is blowing across rather than parallel to  the landing direction. All pilots must be prepared to cope with  these situations when they arise. The same basic principles  and factors involved in a normal approach and landing apply  to a crosswind approach and landing; therefore, only the  additional procedures required for correcting for wind drift  are discussed here. If the pitch attitude is increased excessively in an effort  to keep the airplane from contacting the runway, it may  cause the airplane to stall. This is likely to occur if no trim  correction is made and the flaps remain fully extended. Do  not attempt to retract the landing gear until after a rough trim  is accomplished and a positive rate of climb is established. Crosswind landings are a little more difficult to perform  than crosswind takeoffs, mainly due to different problems  involved in maintaining accurate control of the airplane while  its speed is decreasing rather than increasing as on takeoff. There are two usual methods of accomplishing a crosswind  approach and landing—the crab method and the wing-low  (sideslip) method. Although the crab method may be easier  for the pilot to maintain during final approach, it requires a  high degree of judgment and timing in removing the crab  immediately prior to touchdown. The wing-low method is  recommended in most cases, although a combination of both  methods may be used. Crosswind Final Approach Ground Effect 8-14 The crab method is executed by establishing a heading (crab)  toward the wind with the wings level so that the airplane’s  ground track remains aligned with the centerline of the  runway.  [Figure 8-15]  This crab angle is maintained until  just prior to touchdown, when the longitudinal axis of the  • Abrupt power application • Improper pitch attitude • Failure to configure the airplane appropriately • Attempting to climb out of ground effect prematurely • Failure to adequately compensate for torque/P factor • Loss of aircraft control • Failure to apply maximum allowable power in a timely  manner • Delay in initiating a go-around •  Indecision • Failure to recognize a condition that warrants a  rejected landing Crosswind Approach and Landing