No worries, Mr H.
It seems strange that I had to wait until I was in an airline environment before I really started getting all the tips that would have been perhaps more useful when I was in lower performance aeroplanes that were going into much more limited strips!
A bit of a sad reflection on GA really that the general quality of chief pilot is low along with the operational support, mainly coz being a GA Chief Pilot is one of the toughest jobs in aviaiton.
Back onto the Go-Around topic...
There are really three issues that should be considered:[list=1][*]Aircraft Performance[*]Flying Technique[*]"Micro" flight planning[/list=1]
1. You should know from your 'groundschool' or check flight + introduction to line flying of the new type (to you) what the aircraft is capable of in different situations. That is, what it can and cannot do. You should know about the climb weight limit, you should know how to calculate it, and you should have your 'rule of thumb' to remind you of occasions when you should consult the P-charts.
2. Once you are armed with the 'engineering data' of what your aeroplane can and cannot do, you then need to review how you actually go about doing it. Manufacturer's handbook for the type, company operations manual, engine manufacturer's handbook, and your notes and jottings from PPL and CPL groundschool come in handy here. As I mentioned before, primary goal is to transition from flying towards the ground (comfortably under control) to flying AWAY from the ground, comfortably under control. You should know what you are trying to achieve (ie Vx or Vy?), and what configuration, attitude and power setting will acheive it. Don't forget that large trim changes may be required. You should have this arranged into a well-practiced drill so that you have plenty of brainspace to cope with the situation that made you go around.
3. The next step is to 'micro' plan for the actual situations you may find yourself in. PNG pilots have to do this all the time. F'rinstance, the flat wide strip at South Goulbourn Island presents a different scenerio to that of a strip like Rurru or Maparu in East Arnhem, both of which have tall trees at either end. Likewise a place like Bulman or Narbarlek where terrain is an issue. There may be no point in flying a max performance climb in a go around if the flight path you choose has a gradient that the aircraft cannot meet however well you fly it. The best thing to do is look at the strips you will regularly fly to and assess them for potential problems, then scribble out on a notepad a rough diagram of the runway and environs, add your standard arrival route and circuit(s) and then think about "if I had to go around here, where would I go, and here, where? and here, where?. The problems may include airspace as well as obstacles.
Have a think about the requirments of airport planning and approach chart design if you are lucky enough to go to a field that has an approach -- VFR pilots are allowed to read this stuff too.
For example, remember that you can do visual approaches straight in to a VASIS runway at night from 5nm, 7nm if ILS, etc etc. That must mean that there is at least a 5% obstacle free gradient for 5 (or7) nm! Use the ERSA/Airport directory info to work out if there is a significant gradient when you fly the reciprocal of the listed runways as a go-around.
Use the Cat B circling minima to tell you what altitude will give you 300' obstacle clearance within the circling area. Then start thinking like "I will climb ahead until I reach the circling minima, then I will turn west to stay away from the high ground and fly circling minima or better and keep it within 2.66nm until i make the MSA, etc etc.
Note locations of high ground and note their position as between this radial and that radial or this dme and that dme distance.
Again, f'rinstance: you can avoid infringing R233 at YBAS by noting that if you keep south of the 235 radial, or north of the 287 radial, or east of 4dme west, or west of 15 dme west of Alice, you have the boundaries of that restricted area including navaid tolerances. (of course you could also climb to FL180 or better
).
Its a case of applying yourself like a professional to a known potential problem. And if you are like most boggie pilots doing remote area work, you will have plenty of time to look at it when you are holed up in your donga or when waiting for pax!
Three things -- aircraft performance, correct technique, and a plan before it hits the fan.
Is that the kind of stuff you are looking for?