767 go-around
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767 go-around
A couple of questions
Does the 767 have some sort of TOGA button?
If flying the approach manually with auto throttle engaged/set to SPEED and go-around is called what is the general procedure?
Do you set auto-throttle to N1 speed, etc?
Thanks
Does the 767 have some sort of TOGA button?
If flying the approach manually with auto throttle engaged/set to SPEED and go-around is called what is the general procedure?
Do you set auto-throttle to N1 speed, etc?
Thanks
Join Date: Jun 2000
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Its the same as the 757. There are trigger switches on the back of each throttle.
Trigger either one of these and the thrust will go forward to max go around thrust. The autopilot / flight director will go into go around mode (approx 15 deg up). The thrust will the come back to reduce the rate of climb to 2000 fpm automatically.
The PF will also call Go Around Flap 20, and the PNF moves the flaps from 30 to 20 as you pitch up.
Quite straightforward really.
Trigger either one of these and the thrust will go forward to max go around thrust. The autopilot / flight director will go into go around mode (approx 15 deg up). The thrust will the come back to reduce the rate of climb to 2000 fpm automatically.
The PF will also call Go Around Flap 20, and the PNF moves the flaps from 30 to 20 as you pitch up.
Quite straightforward really.
Join Date: Jun 2001
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As long as the G/A is initiated with the AFDS in the "app" mode, and at least one flight director switch is on, then it is all quite civil, as the thrust is advanced to a "target" 2000 fpm climb...however evil things can happen when a g/a is commenced from a visual approach, or within 5'RA for a predetermined amount of time, say for example g/a for whatever dumb reason from a cat IIIb autoland once "rollout" mode has engaged....as in all aircraft it can become quite exciting.....and is the least practiced manuever in the sim by most airlines...the 2-engine g/a
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My knowledge is the 57 and I think these are identical regarding the autoflight system.
First of all is my opinion that flying the approach manually with autothrottle engaged is NOT a good procedure, either you do it all on the auto, or all manually.
Otherwise, you can easily get confused if something sneaks out of profile, -imagine trying to steer your car into the garage and your wife is stretching her leg controlling the gas....
In gusty conditions, the A/T is also sometimes a little bit too slow to follow the preset appr. speed.
Then pushing the GA switches, the autothrottle will anyhow "jump" in as long as A/T is armed on the MCP, but disengaged on the thrust levers.
There is no N1 reference on the 57, but during GA, you control the A/T by turning the bugspeed to command speed (VreF +80), you have to give her the speeds manually to follow during the GA, if you donīt, -she will try to keep you flying on the (low)speed existing at the moment you pushed the GA switches.
Then you could end up in a unpleasant situation...
regards, pete
First of all is my opinion that flying the approach manually with autothrottle engaged is NOT a good procedure, either you do it all on the auto, or all manually.
Otherwise, you can easily get confused if something sneaks out of profile, -imagine trying to steer your car into the garage and your wife is stretching her leg controlling the gas....
In gusty conditions, the A/T is also sometimes a little bit too slow to follow the preset appr. speed.
Then pushing the GA switches, the autothrottle will anyhow "jump" in as long as A/T is armed on the MCP, but disengaged on the thrust levers.
There is no N1 reference on the 57, but during GA, you control the A/T by turning the bugspeed to command speed (VreF +80), you have to give her the speeds manually to follow during the GA, if you donīt, -she will try to keep you flying on the (low)speed existing at the moment you pushed the GA switches.
Then you could end up in a unpleasant situation...
regards, pete
