A320 Go-Around Speed
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Cak, as many have already posted, it is the operator's responsibility to ensure that the defined acceleration altitude fits the purpose of the intended GA procedure. For the same reason the operator will publish an engine out go around procedure as well should it differ from the charted one for the above mentioned reasons.
Logically speaking... if you take off from a runway and accelerate let's say at 1000 ft AGL then you go around for the same runway and you do not accelerate till you reach the MAPP Altitude... does it really make sense ?
Logically speaking... if you take off from a runway and accelerate let's say at 1000 ft AGL then you go around for the same runway and you do not accelerate till you reach the MAPP Altitude... does it really make sense ?
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ICAO had acceleration before so it means that procedure was designed, probably very conservative, but still designed to cover all.
Operator is responsible for all contingency procedures but normal ones should be done according international regulations (PANS-OPS, TERPS....). If operator changes procedure or any part of it, it should be approved by relevant CAA and noted on the chart.
If you have some high altitude airport with terrain all around, how will you know at which point exactly your missed approach changes from intermediate to final phase for actual weight and conditions? Max speed for intermediate part is 160 for Cat C aircraft and Cat C can be A319 or A330. Between those 2 aircrafts, weight can be significantly different. Even if you disregard this, your acc alt of 1000 or 1500 will be further away for heavier aircraft and missed approach design gradient is always the same
Operator is responsible for all contingency procedures but normal ones should be done according international regulations (PANS-OPS, TERPS....). If operator changes procedure or any part of it, it should be approved by relevant CAA and noted on the chart.
If you have some high altitude airport with terrain all around, how will you know at which point exactly your missed approach changes from intermediate to final phase for actual weight and conditions? Max speed for intermediate part is 160 for Cat C aircraft and Cat C can be A319 or A330. Between those 2 aircrafts, weight can be significantly different. Even if you disregard this, your acc alt of 1000 or 1500 will be further away for heavier aircraft and missed approach design gradient is always the same
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I was hoping someone would say, pull the speed and fly 160kts since its above VLS.
this provision is only mentioned on the FCTM for the approach case when you wish to maintain a speed below S with Flaps 1.
this provision is only mentioned on the FCTM for the approach case when you wish to maintain a speed below S with Flaps 1.
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MD83FO
You can fly below S speed but the bank at which alpha prot is triggered is reduced. Should that happen aircraft will maintain Valpha prot and auto pilot will trip. At a critical airport as this one I don't think you want all that. So just rectify the mistake by selecting Flaps2.
You can fly below S speed but the bank at which alpha prot is triggered is reduced. Should that happen aircraft will maintain Valpha prot and auto pilot will trip. At a critical airport as this one I don't think you want all that. So just rectify the mistake by selecting Flaps2.
Only half a speed-brake
2) Answer to Q: Pull speed, 160 kt. Or less, down to Vls as needed. Vls for 1+F is exactly that, so use it. Or Vls+5.
Vilas, he's speaking of being afraid to fly 160 kt turn in 1+F during missed approach.
Last edited by FlightDetent; 8th Jul 2016 at 15:43.
