Hello Cloudmaster pilots, I’m in need of some assistance.
I’ve had occasion to be given the “Go around” by ATC.
What do I do in regards to power management when this happens? Obviously, the AFE doesn’t have a “Go around” setting, so I guess it’s up to me in this high stress moment to figure it all out without turning the Cloudmaster into a lawn dart.
Could anyone with experience give me some pointers?
Thanks!
Have you checked the manual? I am almost certain it will have a section in this. You can find it in your aircraft folder which is found in thr community folder.
Never had to do one in her but I can’t imagine it’s easy!
To be honest, the fact that the AFE is missing a go around button seems like a significant oversight. That is quite possibly the single phase of flight that it is MOST important to have someone managing power and systems for you, while you fly the airplane.
That aside, here is the manual checklist.
Just land anyway is my usual response as the call usually comes way to late, often over the threshold. I had a spate of this in SE Asia with calls to go around with nothing on the runway or remotely near finals that just a got a bit cry wolf.
But if you are being realistic and depending on the altitude, you’d advance the throttles to Full (even sometimes using water injection) or METO power, be shallow climbing and gaining airspeed, stow the gear, bring up flaps as you gain airspeed and then perform the go around procedure. When I’ve done it, I’ve gone for a long downwind leg to give time to go back through the before landing checklist (AFE or not).
She is an amazing aircraft but it takes elapsed time to go through things. Give yourself time and if using the AFE, give him/her time too.
I had a very tight valley airfield approach, short runway, lots of airspeed, lots of altitude in the Andes where I had to go around again and again until I got the approach speed right (not an ATC called go around). When you have done that 15 or 20 times at a tight strip, you kinda get the hang of it. My final landing was lovely. But of course, no one there to see it 
Ooh, bad pilot, I should have referred to the docs!!
Thanks for the nudge!
I’ll post a wish list request at PMDG’s forum for this.
Really need something like this, for sure.
I’d also have the AFE set cruise power. Better than whatever you’re probably using for descent and landing…
I’d been doing that, but was thinking I’d like something to happen a bit faster and more powerful.
Even following the POH, it will still be tricky to juggle all that solo.
Perhaps look at key action items and set keyboard bindings for each critical element?
Some actions may not be available via keybinding (like water/alcohol injection) but I’ll play around next time I’m in The Six to see what’s possible… and post if I come up with something novel or unexpected.
You’re right though: a call to Go Around can be a bit stressful! 
My first idea was, well put the thrust levers fully forward and retract the flaps to 15.
But Rob in the PMDG videos said that this engine (Double-Wasp) hates changes on the thrust levers - why is that the case?
It seems to be a normal (and even very sturdy) piston engine, why does an engine like that has problems with faster thrust changes?
In an engine with a “wet manifold”, airflow can change faster than fuel flow to the intake valves. Not a problem with direct injection, nor port fuel injection. The R2800 CB16 has Stromberg injection carbs. They measure the airflow ahead of the throttle butterflys, but inject the (mixture auto-adjusted) fuel downstream of the throttle directly into the inlet of the supercharger (at one point).
If you jab open the throttle, air flow increases basically immediately, but it takes a short time for fuel injection to adjust, and to make it from the blower to the cylinders. It’ll be lean until them.
FYI, this phenomenon is why cars’ carburetors have accelerator pumps the squirt extra fuel when the throttles change to more open.
In addition to @BufordTX 's great explanation:
You can totally adjust the throttles, there is no problem, as long as you do it very slowly and not more than 2-3 inches MAP at once. What Robert means in the videos is that you need to let go the thought of a jet engine pilot to move the thrust levers around to chase your speed tape. This (bad) habit will hurt your engines for sure, piston engines need a much more sensitive hand. It’s the same with a C172 though, you just don’t push the throttle in and out, you fly gently with one power setting as much as possible. You’ll eventually get a feel for your engines. I’ve flown the DC-6 for almost 500hrs until I had to reinstall it the first time without having any engine trouble and I certainly didn’t keep my hands off my throttles 
