> I assume that a go-around requires less sustained power output than a full climb from takeoff,

No.

Source 1: PE = mgh

Source 2: am pilot

fransje26 4 minutes ago | parent | next [-]

So, for a Dash 8-100, at 13,000 kg, disregarding drag, engine efficiency, etc, to take-off and climb to 1000m and accelerate to 150 knots (77 m/s), you will need:

- 13000 * 9.81 * 1000 = 127.5 MJ, to reach your altitude

- 0.5 * 13000 * (77)^2 = 38.5 MJ, to accelerate to your climbing speed.

Total: 127 + 38.5 = 166 MJ, or about 46.11 kWh

For a go around, re-accelerating from 1.3 * stall speed (85 knots / 44 m/s) to your climbing speed, and going to your missed approach altitude of 1000 m, you will need:

- 13000 * 9.81 * 1000 = 127.5 MJ, to reach your altitude

- 0.5 * 13000 * (77^2 - 44^2) = 26 MJ to accelerate back to your climbing speed.

Total: 127 + 26 = 153 MJ, or about 42.5 kWh

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arijun an hour ago | parent | prev | next [-]

You don't do a full climb after a go-around, so the heights are not equal, and the mass is less since you've expended fuel. You also retain some kinetic energy but I assume that is closer to a negligible effect.

Also, PE = mgh is probably an not a great formula for energy cost of takeoff/go-around, as there are probably large costs it ignores (gravity loss, less efficient engine use, maybe less efficient turbines?).

For your source 2 I have no rebuttal so will have to defer to you, but would ask for an explanation.

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SoftTalker an hour ago | parent | next [-]

Not a pilot, but on approach for landing you bleed off a lot of energy. For a go-around you need to reverse your descent and build up enough energy to fly away again. Take-off/Go-around tends to be the same throttle setting, AFAIK. Of course it also depends on how early you decide to throw away the approach and go around. Doing it at 1000 feet is different from bouncing it off the runway.

	▲	serf an hour ago \| parent [-]
		but the point they were making is that it inevitably takes less energy to get to a level flying state (in similar weather conditions) due to fuel consumption. so, unless the pilot is fighting weather it would make sense that equal throttle levels and equal pitch plans in equal weather conditions would require less and less fuel burn until the tanks are empty.

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dmitrygr 38 minutes ago | parent | prev [-]

> You don't do a full climb after a go-around,

an IFR missed approach can have you climb quite high, especially in areas with serious terrain. Example: https://aeronav.faa.gov/d-tpp/2607/00346IZLZ17R.PDF airport is at 4400 feet over sea level, but missed approach says: climb to 13,000. Also, some go arounds will lead you to have to divert to an alternate airport, getting there may require climbing high to clear terrain or gaining required engine efficiency to fly the distance.

> And the mass is less since you've expended fuel

In our theoretical aircraft with batteries, mass is the same.

> You also retain some kinetic energy but I assume that is closer to a negligible effect.

Negligible indeed.

	▲	arijun 28 minutes ago \| parent [-]
		> you climb quite high, especially in areas with serious terrain. Interesting, thanks. > In our theoretical aircraft with batteries, mass is the same. The fuel that's expended during cruise reduces the mass.

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card_zero an hour ago | parent | prev [-]

Time to invent regenerative air brakes, like fold-out windmills.

	▲	dmitrygr 5 minutes ago \| parent [-]
		https://en.wikipedia.org/wiki/Ram_air_turbine