Go-aroung management
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Go-aroung management
Hello,
When flying the final approach, do the crew switch the autothrust off ? And is it more common to execute a go-around manually or to engage the AP to fly the missed approach procedure ?
When flying the final approach, do the crew switch the autothrust off ? And is it more common to execute a go-around manually or to engage the AP to fly the missed approach procedure ?
Join Date: May 2000
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Depends on the aircraft, crew, and conditions. Both can be done either way.
In the 744 it is most common to fly with autothrust when the autopilot is engaged. In the past, we were taught to disengage autothrust when flying manually, but that has changed over the years. I see more new 744 pilots using autothrust to the flare.
It is more common to engage the autopilot on a missed approach.
In the 744 it is most common to fly with autothrust when the autopilot is engaged. In the past, we were taught to disengage autothrust when flying manually, but that has changed over the years. I see more new 744 pilots using autothrust to the flare.
It is more common to engage the autopilot on a missed approach.
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Can be done fully manually or fully automatically.
In busy ATC environments where it becomes apparent that a G/A may be required, for workload management the A/P may be engaged (if not still engaged) in anticipation and the actions re-rehearsed together as a crew to avoid a c*ck-up. If in the late stages of the flare something happens requiring a go-around, unless auto landing, of course this will be flown manually.
However, regarding manual- or auto- thrust, on the A320, whether manual thrust at G/A initiation or not, once the thrust levers come back to the CLB gate after the G/A, the A/THR will automatically re-engage.
In busy ATC environments where it becomes apparent that a G/A may be required, for workload management the A/P may be engaged (if not still engaged) in anticipation and the actions re-rehearsed together as a crew to avoid a c*ck-up. If in the late stages of the flare something happens requiring a go-around, unless auto landing, of course this will be flown manually.
However, regarding manual- or auto- thrust, on the A320, whether manual thrust at G/A initiation or not, once the thrust levers come back to the CLB gate after the G/A, the A/THR will automatically re-engage.
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my sops clearly states "flying manually with autothrottle engaged is not recommended"...if you are flying the final segment manually, you have throttles and therefore, execute the initial go around manouvre manually and passing 250ft RA engage the a/p if you want, if you are flying a/p coupled, just hit the TOGA and enjoy the show...
Last edited by Ayrton; 18th Oct 2015 at 10:34.
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In switzerland? Vectors any day, those go around procedures are just way too complicated. Apart from that, i don't mind either way, but a quick circuit of course safes some time and fuel.
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not to rush, but it depends on situations.
Vectors are quite always welcome, but not to push the crew into rush, take your time to set up for another approach or decide whatever...as said from the above mate, if the missed approach is long and complicated, vectors will be appreciated, but then, if the terrain is a factor...uhm, workload MAY increase.
Vectors are quite always welcome, but not to push the crew into rush, take your time to set up for another approach or decide whatever...as said from the above mate, if the missed approach is long and complicated, vectors will be appreciated, but then, if the terrain is a factor...uhm, workload MAY increase.
