B737 - Setting correct Go-Around Thrust
The FCTM states: "At typical landing weights, actual thrust for Go-Around is usually considerably less than maximum Go-Around thrust. This provides a thrust margin for windshear or other situations requiring maximum thrust".
In a non-coupled go-around where the pilot manually flies the go-around and uses manual thrust, why is it therefore that most pilots will advance the thrust levers to the GA N1 limit and perhaps call 'Set GA thrust`? According to Boeing the actual thrust needed for GA at typical landing weights, is considerably less than max GA thrust.
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The pitch up associated with max GA thrust is significant - indeed under certain circumstances if the pilot fails to control the pitch up with prompt use of elevator and stabiliser trim, instances have occurred where aircraft have stalled.
The problem appears to be that the definition of what is sufficient GA thrust is hard to judge. You need a definate N1 to aim for. In the case of an automatic pilot GA using autothrust, the autothrottle commands thrust sufficient for 1000 to 2000 fpm climb rate. From memory that is around 75 -85 percent N1 on most occasions.
The question I have is how does a pilot judge what N1 should be the target in a manual go-around. Seems to me it is a matter of personal opinion and the local check captain's opinion wins every time if you want to avoid an argument on a check flight in the simulator. But who is really right?