A320 TOGA selection and Go around mode
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Remember that to engage a mode you have to disengage the existing mode
To change a mode the conditions must be right both to engage the new mode and also disengage the present mode.
On take-off the a/c is in the "Common" mode TAKEOFF; this combines vertical and lateral modes which can be disengaged separately.
The SRS mode can be disengaged in three ways.. (FCOM 1.22.30 P.47)
1. Automatically at ACC ALT or if ALT* engages to capture the FCU ALT.
2. Crew selects another pitch mode (e.g pull ALT knob, push V/S to level off).
3. Crew pulls SPD knob for selected speed.
Notice that selecting TOGA is not one of the three, so it will not change the pitch mode. The lateral mode will be NAV, HDG, or RWY TRK by now and because SRS does not disengage the lateral mode will not change.
Now imagine you are established on the ILS, and have a look at FCOM 1.22.30 p.51 for the disengagement conditions for LOC and G/S modes and you will find
"- Engages the go-around mode" in the list, so selection of TOGA makes the mode change to the "Common" G/A mode, giving you SRS and G/A TRK.
Hope that is a better explanation!
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i think itt explain as to why go around mode engages!
BUT IF YOU think!
if you have a engine fire
AND FMGC DETECTS it
"One engine master switch off, or
N2 below idle, or
One thrust lever angle is below 5° with the other above 22°, or
The FADEC shows an engine fault."
IT wouldnt have levelved off to accelarate in the first place,(maybe becos yo have mentioned that your engines were still producing power)
chances are fmgc thought you are on both engines
in my opinion
in a case like that ! if your engine out accelaration alt is higher than accelaration alt . you should select speed! if not at accelaration alt push v/s 0, to clean up!
and performance criteria for flex ! assumes that you will clear all obstacles on flx temp on an assumes engine failure after v1!
unless theres something unusual which would effect your climb
( structural damage, higher temp.... )
you will not require TOGA
since your fmgc thought you are still on both engines
it shifted from TAKEOFF to CLIMB phase!
that could be the reason why you got GO AROUND TRK on application of TOGA!
GO AROUND MODE ENGAGEMENT
The flaps lever is at least in position 1, and
The aircraft is in flight, or
The aircraft has been on ground for less than 30 seconds (AP disengages and can be re-engaged five seconds after lift-off).
The FMA displays "SRS" and "GA TRK" in green.
IN all Phases only time you will have flaps lever 1 is APPCH PHS/Takeoff phs, the little time spent accelarating after takeoff phase to flaps 0(climb phase)
so GO around can engage provided it meets other requirements
BUT IF YOU think!
if you have a engine fire
AND FMGC DETECTS it
"One engine master switch off, or
N2 below idle, or
One thrust lever angle is below 5° with the other above 22°, or
The FADEC shows an engine fault."
IT wouldnt have levelved off to accelarate in the first place,(maybe becos yo have mentioned that your engines were still producing power)
chances are fmgc thought you are on both engines
in my opinion
in a case like that ! if your engine out accelaration alt is higher than accelaration alt . you should select speed! if not at accelaration alt push v/s 0, to clean up!
and performance criteria for flex ! assumes that you will clear all obstacles on flx temp on an assumes engine failure after v1!
unless theres something unusual which would effect your climb
( structural damage, higher temp.... )
you will not require TOGA
since your fmgc thought you are still on both engines
it shifted from TAKEOFF to CLIMB phase!
that could be the reason why you got GO AROUND TRK on application of TOGA!
GO AROUND MODE ENGAGEMENT
The flaps lever is at least in position 1, and
The aircraft is in flight, or
The aircraft has been on ground for less than 30 seconds (AP disengages and can be re-engaged five seconds after lift-off).
The FMA displays "SRS" and "GA TRK" in green.
IN all Phases only time you will have flaps lever 1 is APPCH PHS/Takeoff phs, the little time spent accelarating after takeoff phase to flaps 0(climb phase)
so GO around can engage provided it meets other requirements
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Hi folks,
Sorry to bring this thread alive again!
Missed approach altitude: 4000 ft and 4000 set on the FCU.
Thr Red/Acc: 1500/1500 in the FMGC
Go-around was executed at 1800 for example with thrust levers set at TOGA.
SRS will engage to my understanding but would it revert to CLB/OP CLB mode immediately or would it remain in SRS until ALT* mode to capture 4000 ft? Am I right to assume LVR CLB would immediately start flashing as well?
Couldn't get a clear answer from FCOM for this scenario since we're above Acc altitude. Appreciate any information for those in the know!
Sorry to bring this thread alive again!
Missed approach altitude: 4000 ft and 4000 set on the FCU.
Thr Red/Acc: 1500/1500 in the FMGC
Go-around was executed at 1800 for example with thrust levers set at TOGA.
SRS will engage to my understanding but would it revert to CLB/OP CLB mode immediately or would it remain in SRS until ALT* mode to capture 4000 ft? Am I right to assume LVR CLB would immediately start flashing as well?
Couldn't get a clear answer from FCOM for this scenario since we're above Acc altitude. Appreciate any information for those in the know!
Thank you Valmont for the reminder. On my old Airbus we used the approach cancellation procedure if we were higher than 1000ft aal at the point of go around and TOGA if we were below it.It made for a smoother transition to the go around phase
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dream747 tubby linton
In approach when above acceleration altitude if TOGA is applied GA phase will engage and SRS will become active pitch mode. It will not change unless you pull to OP CLB because the lower ACC ALT cannot be captured. If you don't do it then SRS will continue till ALT capture. CLB is not available in GA.
tuby, the procedure mentioned by you is very strange. I am sure you are mistaken because if you do not engage TOGA above 1000ft AAL your flight plan will be sequenced and there will be no approach for next attempt.
In approach when above acceleration altitude if TOGA is applied GA phase will engage and SRS will become active pitch mode. It will not change unless you pull to OP CLB because the lower ACC ALT cannot be captured. If you don't do it then SRS will continue till ALT capture. CLB is not available in GA.
tuby, the procedure mentioned by you is very strange. I am sure you are mistaken because if you do not engage TOGA above 1000ft AAL your flight plan will be sequenced and there will be no approach for next attempt.
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vilas,
Unless you were smart enough to have a copy in the secondary, then only a couple of button pushes are required.
your flight plan will be sequenced and there will be no approach for next attempt.
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Goldenrivett
Have you come across a company GA procedure that forbids you to use standard GA just because you are above 1000ft AAL? At SOCHI ATC instead of asking the crew to GA told them to stop descent, climbt to 2000ft.(from 1200ft.) and turn right on 100hdg it resulted in fatal CFIT accident. I cannot believe any company would adopt this as standard procedure.
Have you come across a company GA procedure that forbids you to use standard GA just because you are above 1000ft AAL? At SOCHI ATC instead of asking the crew to GA told them to stop descent, climbt to 2000ft.(from 1200ft.) and turn right on 100hdg it resulted in fatal CFIT accident. I cannot believe any company would adopt this as standard procedure.
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Bagot_Community_Locator
SRS is available for take off phase and for GA phase for vertical plane. Once SRS is engaged in take off it cannot be changed to GA phase unless it is disengaged first (to CLB/OP CLB, V/S0) before it can be engaged again another mode like GA. OEI and engine fire have different implications at. EO ACC ALT is like scratch pad, it is a reminder. It does not enter into the computer. When engine failure below AEO ACC ALT is detected by FADEC the AEO ACC ALT is dashed and SRS remains engaged till pilot changes to any of the modes mentioned above. Engine fire is not detected by FADEC till the engine is shut down and before that if you reach ACC ALT then it will change to CLB or OP CLB for take off and OP CLB for GA(CLB is NA for GA). After change of SRS to any other mode if you select TOGA it will engage GA mode. SRS is a managed speed mode, when in GA mode you go speed select it will disengage to OP CLB mode similarly if you are in approach with select speed on engagement of GA speed will become managed.
SRS is available for take off phase and for GA phase for vertical plane. Once SRS is engaged in take off it cannot be changed to GA phase unless it is disengaged first (to CLB/OP CLB, V/S0) before it can be engaged again another mode like GA. OEI and engine fire have different implications at. EO ACC ALT is like scratch pad, it is a reminder. It does not enter into the computer. When engine failure below AEO ACC ALT is detected by FADEC the AEO ACC ALT is dashed and SRS remains engaged till pilot changes to any of the modes mentioned above. Engine fire is not detected by FADEC till the engine is shut down and before that if you reach ACC ALT then it will change to CLB or OP CLB for take off and OP CLB for GA(CLB is NA for GA). After change of SRS to any other mode if you select TOGA it will engage GA mode. SRS is a managed speed mode, when in GA mode you go speed select it will disengage to OP CLB mode similarly if you are in approach with select speed on engagement of GA speed will become managed.
Vilas I did say that it was an old(non-fbwA306 )Airbus.. The pitch achieved during a go around could be quite alarming.
The company adopted the approach discontinuation procedure after an A320 operator made a mess of a go-aroundand bust the go-around altitude by a wide margin.
Airbus discuss the Go-Around procedure in the Jan 14 edition of Safety First which can be downloaded here:
http://www.ukfsc.co.uk/information/s...first-magazine
The company adopted the approach discontinuation procedure after an A320 operator made a mess of a go-aroundand bust the go-around altitude by a wide margin.
Airbus discuss the Go-Around procedure in the Jan 14 edition of Safety First which can be downloaded here:
http://www.ukfsc.co.uk/information/s...first-magazine
Last edited by tubby linton; 5th Dec 2014 at 17:35.
