7gcbc
On a Boeing, and they don't vary THAT much in the nuts and bolts department just some of the words used to achieve the same result, the GA would be achieved thus;
PF decides GA warranted hits the GA button under his thumb, 'briskly' pushes the thrust levers to the full forward position and calls "Going around, flaps 20". He then pitches the aircraft up following the the FD bars to the GA pitch attitude, or monitors, as does PNF, that the AFGS (Auto Flight Guidance System...fancy word for A/P) does.
PNF checks for positive rate and calls
"Postive rate"
PF "Gear up".
All it takes is for the PNF to get caught up in procedings and not call 'positive rate' and the gear gets forgotten until the collective pulse rates return to some semblance of normal....followed by a sheepish "Oh ahh...positive rate" "Yeah gear up"
PNF would call "ABC Going Around" and they would then follow ATC vectors...or in the case of IMC follow published procedures until told otherwise.
In a well executed GA it happens about as fast as you can read the above...in the real world GAs are about the most commonly cocked up manouver pilots do due lack of practice....not saying that was the case in the one you watched
Generally in the operation I fly for we, on late finals when all other checklists are complete would brief for the possibility thus.
PF - "If we need to GA it will be "GA/flap 20/positive rate/gear up we'll climb straight ahead, accelerate alt is xxxx' (usually approach minima + 1000') we'll maintain flap 5, Vref 30 + 40 and accept vectors at MSA".
PNF- "Checked"
The are obviously MUCH easier flown coupled than manually and the possibility of needing to do one in anger is always there for a variety of reasons...usually the proceeding aircraft not clearing the active quick enough...as a result, and especially in the wee small hrs at the end of a 8-12 hr sector, good airmanship often dictates leaving the automatics in until 300' ish on finals and then disconnecting just to land manually.
Hope this helps.