Hi founder,
interesting thread ... as you said FCTM's procedure is to RETRACT FLAPS ONE STEP:
ONE ENGINE INOPERATIVE GO-AROUND
A one engine inoperative go-around is similar to that flown with all engines operating. On the application of TOGA, rudder must be applied promptly to compensate for the asymmetric increase in thrust and to keep the b target centred. Smoothly increase pitch to follow the SRS. If SRS is not available, the initial target pitch attitude is 12.5°. As a one engine inoperative approach is flown with Flaps 3, the initial flap retraction is to Flaps 2. With a positive ROC and an increasing RA, retract the gear. The lateral FD mode is initially GA TRK, which guides the aircraft on the track at TOGA selection. If there are terrain considerations on the go-around path or specific tracking requirements, select NAV without delay. Select ALT at the engine inoperative acceleration altitude and retract the flap using the same technique as described in the Engine Failure after V1. At certain weights and CG positions, it may not be possible to satisfy b target demands at VLS. Consequently, when obstacle clearance is assured, accelerate to a speed at which the b target can be satisifed.
Sincerely don't think a "direct" CONF1 selection (from CONF3) would be safe for a one engine inoperative go-around, cause of the sudden lift loss combined to a relatively low thrust; instead it would only be detrimental on a/c performances. Here's my reasoning:
- Unpredicted wind-shears
- High airport altitude
- Low pressure
- High OAT
- High weight ...
are all factors that negatively affects wing lift or just need more thrust to be produced, so max care should be taken; a gain on acceleration following a "direct" flaps retraction on an initial G/A attitude of 12° is negatively counterbalanced by the high loss in wing lift, thus no need to hurry on cleaning the bird up ...
Cheers,
fredgrav