The Non-Emergency That Can Turn Deadly: Go-Arounds Gone Wrong.

[@CharlieLamdin]

For me, It’s always a go-around unless it’s good enough for a landing.

[@Bananasssssssss]

The perfect way to think of it. I’m going to steal this! Lol

[@220783ajidil]

Student pilot here. Really appreciate your to-the-point way of explaining things. Thanks for this one!

[@Bananasssssssss]

Glad it was helpful! and I really appreciate that.

[@angleofattack]

It's the golden rule of flying: AVIATE! Just fly the plane!

[@Bananasssssssss]

100%

[@garygower702]

One saying from Old Instructors was: "All aproach is a go around, accidentaly will it finish in a (good) landing". This means that before starting your approach read the go around procedure of your airplane (power, flaps, trim, etc in the adviced order), so you are ready in advance... then your approach procedure. Works for me.

[@Bananasssssssss]

I like that, a good way to never be surprised.

[@ericsd55]

Exactly. I learned the same thing form old timers.

[@johnmajane3731]

When I give BFRs go arounds are something I have the pilots do. It is often the only time in two years they do one. Basically I teach go to full power and stay level, trim, clean up the flaps, gain speed then pitch up to climb, once positive rate retract gear. It can get awfully busy in the Bonanza since you have a lot of up trim to hold speed and it pitches up hard if you do nothing. Very good video, thanks for producing this, it will help people. Those high tension wires are nerve wracking at the grass field.

[@Bananasssssssss]

Thanks John! Yeah I'm glad the trees are just a bit higher than the power lines, lol. A nice reminder

[@johnmajane3731]

@@Bananasssssssss that is not apparent from the video but a good way to keep you safe.

[@jimmydulin928]

Good job with the BFRs, which age you like me. Big engine airplane pilots have trouble understanding energy management due to so much fuel energy. We have to make them understand that while they may seldom need free ground effect acceleration energy, they will be between a rock and a hard place (out of ground effect) when they do need it. Engine failure, heavy, high DA, wind shear, etc. Lots of things can happen in the rivers of air we fly through. With light low powered airplanes I teach dynamic proactive elevator movement to bracket level in low ground effect. With big engines it is just a need to push. Especially at high DA, we have to get the low powered airplanes level as they will not accelerate well in a high pitch attitude even though they haven't the power to get out of ground effect. For big airplanes, if not default, ground effect will not be there when they actually need it.

[@wheelsupbardown]

A few weeks ago, I was doing my BFR with a CFI I hadn't flown with in years. After the "you're all good let's land and head back to the hangar" I'm all setup to land. 15 feet off the runway, full flaps, trimmed WAY up, and dragging it in slow to make that first turn off he says, "there's a refrigerator on the runway, go around!" If I wasn't ready to hold that nose down HARD, it would easily have been one of those 40 degree scenarios. A good reminder for sure.

[@Bananasssssssss]

Yup, it's definitely the Surprise factor too. It's like......briefing it in the Hangar, you could easily hand fly it but in reality in the real world it happens so quickly and there so much going on it's easy to be surprised.

[@VictoryAviation]

Those pesky refrigerators!!!! *shakes fist at sky*

[@DrzewieckiDesign]

I remember C172 pitching up wildly during go-arounds, when the trim was set for approach. It required significant yoke forward force.

[@Bananasssssssss]

Yeah I remember my first time and I was NOT PREPARED, lol

[@bladean]

last week in a PA28 i did not trimmed it neutral before the take off (it stay trimmed of the previous landing) and it suprised me wen I was in the air pitching up too much, I did a relative high force to mantain nose down to not loose too much airspeed

[@DrzewieckiDesign]

@@bladean Yep, it is a good practice to trim a plane to neutral after landing (for the next pilot).

[@JonnyJetPilot]

Good advice. I really think this is something that should be practiced at altitude, many, many times over for every student pilot BEFORE solo flight. If you've never experienced full power with the trim way out of whack, you won't have the muscle memory to handle it properly.

[@Bananasssssssss]

Well said!

[@LRobichauxIV]

Ditto, well said

[@paulrichardson6804]

Love you demonstrating what you say, especially the landing bounce recovery and excess trim issues…great vid from a low hour student

[@paulrichardson6804]

…and of course “ tell your wife you’re late because you had to do a go - around” 😅. have to try this one..😮

[@Bananasssssssss]

Glad it was helpful! And thanks! Appreciate it

[@brianlykins6663]

You're right, Joe, just fly the aircraft. You're flying, coming in for a landing, whatever the cause, bounce, another plane pulls out or across the runway, or deer / cattle are on runway. Regardless of WHAT causes it, just treat it and think of it as a touch and go. Just remember, and practice it, you're committed to landing, you're going to have full flaps, a lof of nose up trim. Power up, knowing the nose is going to try to pitch up, hold it down, adjust trim, once you're free of trim, slowly very slowly retract flaps flying the plane as you were taught, continue with you're pattern and land. That includes your having practiced power on, power off stalls, and most importantly, your departure stalls. Don't panic, in reality you will accomplish just as you did in training. As Joe stated, remember the angle of attack. The old adage, low & slow will kill you. It is generally better to continue straight ahead even if you know you can't climb. The minute you initiate a turn, you increase your failure exponentially. You lose more airspeed, usually increase the rate of climb, then bingo, stall spin, or the plane just mushes into the ground. Why, on takeoff, do you lift off, lower the nose until you have climb speed ? Same scenario.

[@JohnChvatalGSTV]

In a low energy state I remind myself that the ground is my friend. Smoothly add the power and aim to fly the airplane “inches” above the runway until at least DMMS trim if required. Then pitch up, start a gentile climb, and trim as necessary.

[@Bananasssssssss]

Exactly! I’d rather touch the ground under control during a go Around than out of control from 200ft

[@Durandalski]

New ppl here. Personally I only trim to remove all control pressure during a long climb or during cruise. I like to feel some pressure during takeoff and landing telling me exactly what the plane is doing. I like to have a little bit of down trim so I’m holding a bit of back pressure. I see that is a decent practice if an experienced pilot also does it.

[@Bananasssssssss]

Love to hear it!

[@ericsd55]

That's how I learned from the "old guys," and I still do it in the 767. It is a great technique that is transferable to every airplane I've flown so far. Keep up the good work!

[@fudogwhisperer3590]

When you have full flaps, the trim is set for landing. When you apply full power, you are going to get major back pressure on the yoke that you'll have to ease off of using the trim wheel. I think since most people don't practice go arounds the back pressure surprises them, they don't compensate and it leads to a stall like we saw in the video.

[@Bananasssssssss]

Yeah that's why I just point out to students, (all technique) you don't have to trim to the point of zero control pressure and if you do, be ready to push forward once you apply power

[@beargrizzly123]

Thanks for these videos. I have close to 30 hours and had a pretty good bounce on a solo due to landing flat going a touch too fast. I didn’t immediately shove the nose down but tried to settle out but bounced again. I hit the throttle then took out a notch flaps and just flew the airplane to achieve a normal take off climb. I think people tend to get overly excited when something doesn’t go as planned and forget that airspeed is your best friend.

[@Bananasssssssss]

Yup, just fly the airplane and don’t rush. Cool, calm & collected 👍🏻

[@Coops777]

What an awesome video!! This is such a good topic Joe. Thanks for doing this. You have covered everything quite comprehensively. I like how you brought human factors into it. In the original takeoff, the same rules still applied, but when flustered by a bad touchdown, it can all easily be forgotten and multiple mistakes made.

[@Bananasssssssss]

Thank you! Really appreciate that!

[@rundlet172]

Good advice. The airplane wants to fly at its trim speed, so if you've got loads of nose up trim on approach, adding speed (in the go-around) just makes the airplane do what comes naturally: pitch (up) to maintain Vref. Combine that with the nose-up tendency of adding power, and the trap is set. It was fun to learn this in a Cub, but add weight, more systems, and weather and it can quickly become a challenge

[@Idkchannel1965]

Nice new signs love seeing united decore in the hangar

[@Bananasssssssss]

Thanks! I was pretty excited to put it there, lol

[@martind181968]

Great info video. Another thing I love about the cub is if doing a wheel landing and you get a bit of bounce your not happy with you can just transition to a full stall 3 point landing. Key point to me as a pilot, I have considered myself a student to flying regardless of time and rating. In flying you will never learn everything there is to know and if you think you do, it's time to hang it up.

[@Bananasssssssss]

I swear my best Three Point Landings are from really ugly botched Wheel landings, lol

[@EtiRats]

Nice work, thanks. One thing that really needs stressing though is just how debilitating the startle effect can be. No matter how much you brief, when a badly bounced landing occurs and those PIOs begin, getting yourself out of that startle effect at that moment and applying corrective action can take a huge amount of effort. It's the one part of the process that is often talked about, but one of the hardest to compensate successfully for. I wish I had the answer to startle effect, but the human brain is such that it affects different folks in different ways. One helpful tip I try to encourage is to primarily plan for the go around - a successful landing is merely a slight change of that plan.

[@Bananasssssssss]

That's a great point. It is also flipping that internal switch from "Landing mode" to "Go Around/Takle off Mode". It can sometimes be hard to change your state of mind if you briefed, planned and up until a second ago were executing a "landing"

[@jimmydulin928]

An exercise I teach on long runways to give students more than just a second at the slower than Vso airspeed required to land in low ground effect is the hover taxi. When almost down in a three point attitude all slowed up and ready to squat, add just enough power to not quite touch down. This is a power/pitch thing similar to the soft field landing. Now move the stick/yoke for aft to bracket level in low ground effect at this slow enough to safely land airspeed. Notice how walking the rudder pedals dynamically and proactively to bracket the centerline between our legs yaws the nose correctly for longitudinal alignment. Notice also how we can rudder only yaw so as to move the airplane near the left edge of the runway, the center, the right edge, etc. Notice how we can remain in complete control at slower than Vso in low ground effect. Now notice that on normal takeoff neither Vx nor Vy, almost always not appropriate, is necessary to fly. Notice how much faster we accelerate level in low ground effect. Notice that ailerons, with their adverse yaw problems, also are not necessary. Some applicable principles from Stick and Rudder that apply to both takeoff and go around: The law of the roller coaster. Airspeed is altitude and altitude is airspeed with or without fuel energy of the engine. What does the airplane want to do? In all turns or pitched up attitudes it wants to get its nose down to preserve trimmed airspeed and not stall. P factor is already being controlled at the exact time of pitch up if we are already dynamically and proactively walking the rudder pedals to bracket/fix/nail the centerline between our legs. Dynamically and proactively moving either rudder or elevator, either grossly or finely, prevents out of phase and uncontrolled movement like the ground loop, P factor roll, or pilot induced porpoise. We are better, more athletic, phase controlling, etc. when we move.

[@ericsd55]

Bingo. Let's go get a hunnert doller hamburger, I'm buyin! "ailerons, with their adverse yaw problems, are also not necessary." You say that to most pilots, and you'll get the look I get when I hold sheet music up to my mule.

[@jimmydulin928]

@@ericsd55 Almost all LOC accidents start with dead feet and steering wheel movement resulting in wing wagging and miss alignment (adverse yaw) when too low to put a wing down (bank/turn). Correct yaw with rudder only never occurs as they have been taught, have muscle memory to, not use rudder independently for correct yaw/alignment. Almost all end with an attempted go around seeking altitude rather than the airspeed necessary for flight and the with the nose yawing (P factor) left. A lot of down aileron adverse yaw bringing the down wing back now will finish the outcome that was always in doubt.

[@ericsd55]

@@jimmydulin928 Boom. I'm inviting my old man and Wolfgang Langschwies to the party. I was taught, and you'll understand the nuance, "keep the airplane *from* turning with your feet, and keep the airplane *turning with your feet. Your stick will naturally follow."

[@jimmydulin928]

@@ericsd55 Dutch rolls to 45 degree bank will teach us that we must lead rudder to be coordinated. We are human and have too many iterations of steering wheel turning. Stepping on the ball is a correction when we are not being coordinated. We should not need to be on instruments when maneuvering at low altitude, as around the airport. The whole idea of setting bank angle and then pulling to cause the elevator to make the turn is what causes inadvertent stall. This need for the elevator comes from insufficient bank angle and failure to push the nose around. A banked wing is what causes the turn and the rudder must be pushed equal to the bank angle. We must learn what rate of turn (look outside at the world) is appropriate for what bank angle and make that rate of turn happen with rudder. Turning to target rather than heading helps our minds get around what turning is all about. And paying attention to what the airplane wants to do in a turn.

[@mikenj2]

Nice video Joe. My instructor always taught me when deciding to go around, think of pushing everything in - push the power in, yoke forward (to level), carb heat in, gain speed, raise nose, retract one notch of flaps only until at least 500ft AGL, then retract all flaps.

[@Bananasssssssss]

I like that thinking! Going to remember that one.

[@gradybetts]

0:16 how did you get footage of my first landing?

[@shawnedwards5369]

"They call him Flipper, Flipper..." Been there, man.

[@kyushalimit5931]

love these videos, also love how you show the examples with the cub, this is awesome!!

[@Bananasssssssss]

Thank you! appreciate it

[@Grabacr]

Excellent work! Lots of important info here. Thank you for taking the time in making this.

[@Bananasssssssss]

Thank you! I appreciate that!

[@masonlandram7683]

Just found your channel last week and loving the content. I’m a student pilot and this is all very useful info.

[@Bananasssssssss]

Welcome! And thank you! I really appreciate it!

[@noblegoldheart8508]

I see cases like this a lot where I work at, and to be frank I’m at the point where I’m thinking about leaving because of the amount of incompetence from many young instructors. Granted there haven’t been any crashes, but many students, and instructors, jam the throttle in and pitched up rather suddenly when going around, and I’m worried a crash is inevitable. And that’s dangerous because one, if you jam the throttle in, you’ll momentarily flood the engine because of the accelerator pump, and two, if you pitch up very suddenly, you can disrupt the airflow over the wings and stall. Fly. The Darn. Airplane. Don’t panic. Now that I’m a private pilot, again building to fly professionally as well, I’m always looking for more wisdom to be as good a pilot as I can be. And I hear this a lot from many older aviators on the web, and my dad also instilled it in me to NEVER panic. Because when you go into a state of panic, you lose the ability to think straight. Just breathe, regain your bearings, and fly the plane.

[@johnmccormick2883]

Good advice 👍🏻 Practicing touch and go’s should be mandatory and they’ll give you the familiarity with being in that critical state… transitioning from landing to going around at that critical moment. Also it’s a shame but a lot of pilots still associate pitch with getting the plane down to the runway, especially after a bounce. What will get you back down is cutting power. The old adage “pitch controls airspeed and power controls altitude” … which of course doesn’t hold once you stall the wings lol …

[@Bananasssssssss]

yup! Helping the plan get down after a bounce rarely ends well, lol

[@boogerwood]

My “second” landings are usually my best. 😅 Seriously though favorite quote: go arounds are NOT emergencies.

[@AviatorSupreme]

Thanks for this great info!

[@Bananasssssssss]

Glad it was helpful!

[@s58035]

Thank you. As a student pilot, I was recently taught to avoid touching the runway in a go-around, but I realize it doesn't make sense. I think the reason for this being taught has to do with short field landings, especially on a checkride. You obviously don't want to touch short of the runway, but if you end up long, is announcing a go-around and still touching the runway acceptable to a DPE during a short field landing? Compromising safety for a checkride seems misguided.

[@Bananasssssssss]

I think if one is maybe over the runway edge lights or doesn’t have crosswind correction in that could potentially be an issues but from a bounce, touching back down while you go around is not a big deal.

[@GrantSchulte]

I don't know if it's just the camera angle or what but WOW at 6:40 you look super close to those wires and treetops!

[@Bananasssssssss]

I'm "close" but it's the lens that makes it look much much closer, lol. I promise.

[@CaptMaxADV]

Nice work Joe! Looking forward to more videos!

[@Bananasssssssss]

Thank you!, appreciate it

[@rsambrook]

These are baulked landing followed by go-around. Baulked land technique is increase power to Go Around (TOGO), hold attitude (some aircraft require a push on control to counter thrust pitch couple). You will start to climb as power increases (reduce flap by 1 setting), then pitch to normal climb attitude (12.5 degrees on my bird). Capt A350

[@Bananasssssssss]

Sounds like the A320 a lil bit :)

[@macrovigilance]

an approach that turns into a touch n go-go around!

[@roy4091]

Love your channel....can you show us how and where you mount all your cameras? Do you notice a difference with them mounted ? Thanks

[@Bananasssssssss]

Thank you! I appreciate that. Here is a video I made with all my mounts!! (Don’t notice them) kzbin.info/www/bejne/ip6Yl4SvmquCr8Usi=cCOLZOAMapYfk1tg

[@AnthonyMartinez]

Sometimes a go-around is collision avoidance. In those cases you still fly the airplane but there’s a hard limit on further descent. You still have to manage angle of attack and directional control through an influx of adrenaline, but your go-around is in fact an emergency in such cases.

[@kylewood17]

And don’t forget, a go around isn’t always an option!

[@jerrymiller8313]

When doing go arounds my instructor always told me to let it fly in ground effect for a second before you pull up the nose (gently)

[@Bananasssssssss]

Good advice

[@shawnedwards5369]

If my approach looks like I'm not gonna land where I mean to, I go around right then and there; not porpoising half-way down the runway. Then again, I went through a Part 141 college and we had go arounds drilled into us. Go arounds shouldn't be treated as a last resort or, like you said, for _sure_ not as an emergency. I see the go around check as just a standard part of my approach procedure, just like a GUMPS check or the likes.

[@StickandGlider]

Practice power off stalls at altitude w full aft trim. Won’t that help train for the potential go-around issue seen here?

[@Bananasssssssss]

It would help with experiencing the Flight control forces associated with Aft Trim and a sudden increase in power. The P Factor and sudden airflow over the elevator etc.

[@vansrv12is30]

Lovely plane and demonstration. May I ask what you use for recording headset sound? Thank you

[@rapinncapin123]

Great video man!

[@Bananasssssssss]

Thanks!

[@DNModels]

Good skills man!

[@Bananasssssssss]

Thanks!

[@robertATC60]

Loved that thanks!

[@Bananasssssssss]

You bet!

[@scottbeyer101]

I am certainly guilty of saving a landing or two that really didn't deserve a savior. As to landing trim, my POH just says "as required" but my preference is neutral T/O trim.

[@Bananasssssssss]

Yeah I’m a neutral to slightly nose down guy myself after learning that valuable lesson early on 😂

[@pcowdrey]

I remember being a beginner but I don't remember STAYING a beginner. Some of these people need to find something else to do. They are not suited to be at the controls of an airplane. =PC=

[@RandyHodder-z1k]

I think good aerobatic training.....is essential to being a good SAFE pilot...pushing the aircraft.....you gain confidence SKILL...ABOVE ALL A TRUE EDUCATION ON THE REALITY S OF FLIGHT...A good stout Decathlon...Citabria...Cessna 150/150..A good instructor."...then graduate to a Pitts S2S... If you invest the time the cash...the WILLINGNESS TO LEARN...TO BECOME THE B E S T ...You will never REGRET IT!!! You will able to handle any situation...😊

[@Bananasssssssss]

I agree with this 100% and why I absolutely need to go out and do some aerobatic training and upset recovery in the real world

[@RandyHodder-z1k]

@@Bananasssssssss Honestly Joe....I thought I understood "Flight Dynamics" UNTIL...I started flying with my cousin... the Late GREAT DOUG DODGE ...3 TIME International Aerobatic Champion of the World ...I got a job helping build Pitts S1 s and REBUILDING Pitts S2S s...With his firm "ACRO SPECIALTYS."...I traded wages for stick time.....!!! Doug was the BEST...I Learned so much ...I was definitely a SAFER PILOT once I got taught...snap rolls slow rolls...loops inside and out..lol lol a slight pun...In summation once the "truth" is revealed...you will forever cherish HAVING AN "INVERTED DAY"

[@Bananasssssssss]

@@RandyHodder-z1k it's o the list for sure

[@RandyHodder-z1k]

@@Bananasssssssss celebration of 50 years of flying...amazingly I started with a homemade contraption ...a wheel barrel...a parachute...lawn chair...duct tape safety belt ...150' rope...10 kids pulling...lol lol Ironically.... 50 years later....I'm welding up a wheeled frame for my Powered Parachute.. I went .FULL CIRCLE LOL ...(yes I drove my dad NUTS)

[@HookedOnUtah]

Do you normally keep your carb heat on all the way to landing? I usually keep my carb heat on until short final then push it back in so that i have full power on tap.. Love your thoughts? I'm flying a PA-18 160 HP

[@Bananasssssssss]

I personally do because I had my engine quit on Takeoff once just as I broke ground, lol. (due to Carb Ice) It was pretty eye opening so for my motor I do. Same with the Chief. From what my A&P told me, these small Continentals are incredibly susceptible to Carb ice. I think part of the problem is where the Carb is maybe as well, it gets very little ambient heat from the motor. (I'm not 100% on that but do remember reading something like that)

[@CramcrumBrewbringer]

How is their reaction to approaching a stall to pull harder on the yoke?

[@Bananasssssssss]

Well, they aren’t thinking about the stall, they are thinking about going around and then end up stalling

[@bladean]

6:43 emm the wire cables🥶

[@Bananasssssssss]

yeah they are fortunately just below the tree line

[@davidwhitman9609]

Good stuff.

[@Bananasssssssss]

Thanks!

[@athgt6630]

It's down to poor training and the VERY young generation of instructors. At my club there are 23yo instructors. Those people have never experienced a real emergency in their life and still are teaching others how to respond.

[@ericsd55]

Don't do this, but way back when, the old guys at my flight school would have solved that by pointing out non-existent traffic and then turn the fuel valve off. Sometimes at a safe altitude.

[@Bananasssssssss]

haha, that'll wake you up!

[@FlyingNDriving]

What you got against Mooneys Joe!?

[@Bananasssssssss]

Hahaha, I swear it wasn’t intentional 😂😂

[@SimonWallwork]

I'm fed up hearing about how folk should GA if things aren't just so. GAs tend to be unexpected and surprising- and botched goarounds have killed loads of folk. Personally, I always make a damn serious attempt to fix what needs fixing, and that's done me for 14,000 hours.

[@Bananasssssssss]

My last video was about exactly that =, lol. I recommended using a slip to slow down and people lost their mind......

[@cyvanover1114]

I've never flown a Cub before. I've noticed you sometimes turn the carb heat off with your foot. Is that the way it's supposed to work in a Cub, or is that just something you do? I'm not criticizing, just curious.

[@Bananasssssssss]

Just something I do out of sheer laziness 😂

[@georgew.5639]

Beware of the people who do things their own way while driving their car. If their attitude is that I will do as I please while driving their car, they will likely fly with the same attitude. And the I will do things my way attitude may very well result in death. And I see too many people driving around with that foul attitude.

[@Bananasssssssss]

Can only lead a horse to water, lol, or whatever that saying is

[@Tradpilot]

sorry honey I was gone flying all day, I had to do 30 go-arounds today

[@Tradpilot]

that video hits close to home also I learned how to fly and got my private ticket at 3N6

[@Bananasssssssss]

Hahahahahahahahahahahahhaah

[@NatNay-cu3uv]

I've done loads of these. Quite boring I would suggest that Some people shouldn't be crossing the road on their own

[@Bananasssssssss]

if done properly it should be the most boring thing of the flight, lol. I agree with ya there.

[@vg23air]

I guess they didn't do many touch and goes, I had to do them at night at Dulles with a Boeing on my butt

[@jaf1827]

It all comes back to proper training with a good instructor…this pilot obviously didn’t get that…

[@Bananasssssssss]

Unfortunately it's something that comes with experience too. To be fair, I know very little about the instructor or Pilot and I know no matter how much one is taught (at least in my case), I am going to make mistakes over and over again until I learn from experience. I think back to when I first started and how I have gotten lucky a few times where one second earlier or later I could have ended up just like this.

[@RandyHodder-z1k]

I consider every landing a carrier landing....forward slip...carry power. ready for a bolter.....(OODA)...OBSERVE ORIENTATION DECIDE ACT!!! I am a human STABILITY AUGMENTATION SYSTEM... know your V-speeds...practice M.C.A...!!!!

[@ericsd55]

OODA Loop, saving pilots from themselves since 19-John Boyd.

[@rapinncapin123]

How do you bounce on purpose? Lol

[@Bananasssssssss]

Lotta practice from bad landing,s lol

[@RonnyK737]

Nice iPad 😂

[@Bananasssssssss]

hahahahah. I meant to take the Cover off but said, Yanno, I like this color for the video :)

[@BrianSiskind]

Get-down-itis

[@RicktheRecorder]

I think I got it. It's not a big deal.

[@jameskirk5906]

MAGA NATION 2024!!!

[@Bananasssssssss]

definitely wasn't the first comment I expected, lol...

[@mylohun]

Ofc confederate flag

[@jameskirk5906]

@@mylohun God Bless Jefferson Davis!!