A320 missed approach from above missed approach alt

[Squadronbrat]

Hi Squadronbrat,

We never designed nor built the thing. We just operate it.
Please tell us how you get the FMGCs to sequence the flight plan using your method

I understand that, if only as a Boeing pilot. How about disconnecting and flying manually, as in how we did it old school? I'm not a Bus pilot, not disrespecting those who are but FFS, is a G/A that difficult? Not wishing to be controversial here but it's a simple manoeuvre enough on a Boeing/Falcon/MD/Saab?

If all else fails, isn't there the option of flying raw data? Excuse my 'Bus ignorance.

[rogerg]

See my post no 4, tho I was not flying an AB, just something similar. An Aeroplane!

[PT6A]

I personally don't see what all the excitement is. A discontinued approach is a relaxed manoeuvre...

It is also simple enough to accomplish.....

2) Discontinued Approach Procedure
This procedure involves intervening with selected guidance and accelerating to green dot speed.
It avoids the possibility of engaging SRS mode with the FCU altitude set below the present aircraft altitude and also allows a less severe manoeuvre if climb performance is not a factor.
The following instructions are applicable when a discontinued approach is required from an altitude above missed approach altitude, or where the aircraft is not configured to transition to SRS mode, or when completing a go-around from an altitude that is close to missed approach altitude.
(e.g. Go-Around from 1800ft with a stop altitude of 2000ft; if TOGA thrust were used in this example, it would probably result in an altitude bust and flap overspeed.)
- Push V/S
- Select Green Dot speed
- If G/S is armed; push APPR Pb (LOC and G/S modes are disengaged)*
- PNF selects flap in one stage if required and requested by PF
- Retract landing gear if applicable
- PF uses V/S to achieve the desired altitude
- Flap retract on schedule (At no time are the trust levers moved to the TOGA detent)

* to prevent a possible false glideslope capture later.

NOTE: If the thrust levers are not set briefly to the TOGA detent (e.g. if flying the Discontinued Approach Procedure), flying over, or close to the airport (less than 7nm) may sequence the Destination waypoint in the F-PLN. In this case select a suitable DIR TO waypoint and reprogram the FMGS.


Simples

[Don Gato]

Just fly the airplane to 2,000 ft. as the go around requires. It is not rocket science

I will have to agree with the statement. Having started a similar topic a while ago -that time referring to the NG- I have concluded that it is best to just fly the maneuver manually. Just pitch up, add power, level off, adjust power. It can surely be done in the Airbus. I too myself ask what has been done so that today basic flying maneuvers are burried under complex technical jargon and intricate procedures. Pffff.

[MD83FO]

If GA mode is not desirable, advance prepare the secondary off sequence and activate it. Istead of the usual copy active.

[I-2021]

Simples

Hi PT6A,

the point here is being able to fly the missed approach procedure as stored in the database. If you don't activate the Go Around phase by selecting TOGA momentarily you will sequence the destination and its associated missed approach procedure. In this scenario activating the secondary which might be a copy of the active will not help you as the go around procedure will be "blue" or armed till you activate the go around phase.

[PT6A]

I still don't see the big issue? There are two published procedures (at my company anyway missed approach and discontinued approach.)

One involves a momentary selection of TOGA and the other does not.

As stated in our guidance which I posted earlier, just remember "Click Click"

NOTE: If the thrust levers are not set briefly to the TOGA detent (e.g. if flying the Discontinued Approach Procedure), flying over, or close to the airport (less than 7nm) may sequence the Destination waypoint in the F-PLN. In this case select a suitable DIR TO waypoint and reprogram the FMGS.

[IcePack]

PT6, the discontinued approach technique was removed by my company "apparently" on request of Airbus as it "apparently" had been causing problems.
As for disconnecting everything and just flying the aeroplane. Well yes of course you can BUT a very big BUT you are going to have to do quite a lot of typing once level to get flight plans nav aids etc etc back.
As others have said sometimes Airbus FBW types are not intuitive and must be understood. But they are good at what they do.

[FlightPathOBN]

Just fly the airplane to 2,000 ft. as the go around requires.

That about sums it up....just do it.

[porch monkey]

As has been said a multitude of times before.....Designed by morons for genii....

[Natstrackalpha]

Soft go-around?

As you are high can you not leave the TOGA and just re-vamp another app?

FD/ recycle or both off.
App, out. Alt select, pull, Select spd, Hdg pull, New Dest (this one), Dest: App, runway,(this one, or desired) RAD (this one ditto) - steer by man or FCU, hdg to initial again.
Intcp Hdg to CL or as vectored, whatever is on today`s menu to get there. ILS? (if not hard tune)then Push When inbound App push When below new G/A alt set G/A alt on the altimeter and the standby too. W/V? other standby instruments already bugged from last time? check, ,. Re-check QFE/NH, assuming life is good FD back in.
check spd,happy ND?, out the window?, ILS ROSE? or Nav Rose, standby VOR? [NDB?] so NAV for Nav App config to spd, one dot gear, F3, target, 4.5d managed spd.
F-Full------[all the rest you know]-----------------------------------Land the aeroplane.

If she as much as sniffles at any of the above, hand fly the aeroplane, all of it, putting it where you want it whilst your best resource in the other seat sets up the X-boxery for another approach.

Or a marangue? As they say in Scotland.