Originally Posted by
douglas744
B744 Go around procedure :
" Go Around "
TOGA,Flap 20
+ CLIMB, Gear up
400', LNAV or HDG Sel
3000' ( or less depending on your SOP ), VNAV or FLCH set speed
Follow missed approach procedure for that runway
Auto pilot can be reengaged in stable conditions.
Problem 1
Normal pitch for go around on 4 engines is about 12.5 degrees ( 3 engines,10 degrees )
If the pitch is insufficient , aircraft may continue to sink and impact will follow .
Problem 2
If asymmetric condition occurs during the go around and not fully countered by rudder,
A/C will roll over and your time to impact is measured in seconds.
Also, if the autopilot was maintained prior to the go around, a failed engine still needs rudder application due to the AP kicking off.
Problem 3
If TOGA mode fails, a No-TOGA go around must be done. This needs practice and plenty of training.
Problem 4
Regardless of the altimeter setting, the GPWS would have alerted the crew with a " TOO LOW, Terrain " or other warning and this requires immediate MAX THRUST setting combined with 20 degree initial pitch up or even more ( PITCH LIMIT ANGLE ) reaction from the pilot and a check that the speed brakes are in .
The list goes on...
The key here is PILOT TRAINING ,COMPANY PROCEDURES, Crew CRM !
Far from blaiming anyone at this point, one can see all the trappings of a go around under
adverse weather conditions , Heavy landing weight, high elevation if unprepared.
The 747 is a dandy to fly but can be a handful with high controls loading if out of trim and poor thrust/ pitch management.
As far as I know if you have a toga fail of course you move throttles forward but airplane still keeps flare mode with autopilot engaged! In this case you need manual go around otherwise flare position will be maintained until first obstacle on extended runway centerline (crew may have disorientation due increase in power -false climbing sense?)