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It really differs per plane, jets pitch up higher than typical general aviation aircraft during rotation and go-around. The 737 for example will command 15 degr

It really differs per plane, jets pitch up higher than typical general aviation aircraft during rotation and go-around. The 737 for example will command 15 degrees pitch up on the flight director when going around. If you did that on a typical general aviation trainer aircraft you would stall. We teach for example 7 degrees on the DA42 which is a typical multi-engine trainer for future airline pilots. In a jet you'll pitch up to 15 degrees initially, reduce flaps (if landing flaps were selected, for example from 30 back to 15), then once climbing you'll retract the gear. At that point you're going to have to pitch up much more than 15 degrees if you don't want to overspeed. It all happens much faster with two big jet engines compared to an underpowered general aviation plane. Especially if the crew thought they had an emergency and went full power combined with a light fuel load, you would expect a serious pitch up to avoid overspeeding the flaps.

tempnow987 5y ago
Thank you! Extremely helpful. Yes, on a small GA going to +24 degrees on a go around really jumped out as high, especially if you were starting low and very slow (on landing not uncommon). But I have zero big twin knowledge. I wish they'd included a speed plot to go with the pitch plot. The plot does show what looks like full power. Given flight duration fuel would have been way down so plane would have been (relatively) lightish most likely.
plonk 5y ago
> At that point you're going to have to pitch up much more than 15 degrees if you don't want to overspeed. What's the risk of overspeeding? Can you actually reach speeds that are dangerous to the engines while climbing?
- foxyv 5y ago
  The problem is that the mechanisms that hold the flaps in place can be damaged resulting in loss of control over the surface. Sometimes a flap on one side of the plane will be damaged and, when you go to retract the flap, the plane will start to roll. Also the flaps can be torn off the plane.
- t0mas88 5y ago
  The engines will be fine, but the airframe has a maximum speed in each configuration. For example the gear can't move above a certain speed and can't be down above a higher speed. Similar for the flaps, at a 30 degrees landing flaps setting you have a fairly low maximum speed. Have to retract flaps to be allowed to accelerate further without damaging them.

tempnow987 5y ago

Thank you! Extremely helpful. Yes, on a small GA going to +24 degrees on a go around really jumped out as high, especially if you were starting low and very slow (on landing not uncommon). But I have zero big twin knowledge. I wish they'd included a speed plot to go with the pitch plot. The plot does show what looks like full power. Given flight duration fuel would have been way down so plane would have been (relatively) lightish most likely.

plonk 5y ago

> At that point you're going to have to pitch up much more than 15 degrees if you don't want to overspeed. What's the risk of overspeeding? Can you actually reach speeds that are dangerous to the engines while climbing?

foxyv 5y ago
The problem is that the mechanisms that hold the flaps in place can be damaged resulting in loss of control over the surface. Sometimes a flap on one side of the plane will be damaged and, when you go to retract the flap, the plane will start to roll. Also the flaps can be torn off the plane.
t0mas88 5y ago
The engines will be fine, but the airframe has a maximum speed in each configuration. For example the gear can't move above a certain speed and can't be down above a higher speed. Similar for the flaps, at a 30 degrees landing flaps setting you have a fairly low maximum speed. Have to retract flaps to be allowed to accelerate further without damaging them.