SE goaround
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SE goaround
Hi
Which is best in a terrain area for go around;
Hold flaps 1 speed after acceleration, clear terrain at 15 degree Aob then clean up
Clean up then clear terrain with 25 Aob?
Thank you
Which is best in a terrain area for go around;
Hold flaps 1 speed after acceleration, clear terrain at 15 degree Aob then clean up
Clean up then clear terrain with 25 Aob?
Thank you
Join Date: Mar 2001
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B738 - Neither.
"Go around flap1" then climb will be established at the approach speed, generally Vref15+5 or Vref ice+5. This speed will be above the minimum manoeuvre speed and therefore you can make any required turn at 25° AOB. If you accelerate you will spend time flying level/minimal climb rather than separating yourself vertically from that terrain threat.
"Go around flap1" then climb will be established at the approach speed, generally Vref15+5 or Vref ice+5. This speed will be above the minimum manoeuvre speed and therefore you can make any required turn at 25° AOB. If you accelerate you will spend time flying level/minimal climb rather than separating yourself vertically from that terrain threat.
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Best Angle
Am with Johnny F@rt Pants - in short - you want Best Angle V . . . V? . . . . . Vx (got their in the end) as opposed to Vy - and as Johnny says you will have all those lovely turns WITH GREATER LIFT FROM THE FLAPS TOURIST!!
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Missed approaches are based on 15 degrees AoB anyway. If terrain is an issue, like CMF, then speed and AoB requirements are stipulated.
However, if you want to minimise your turn radius then -
Vfsquared
TAN AoB x g
- will give you the answer.
Best climb rates and angles aren't always achieved by continuous climb either and may, occasionally (depends what you're flying of course), involve descending or flying level to achieve a higher indicated speed before recommencing your climb. So sometimes it may be prudent to accelerate and clean up rather than continue climb with extra drag.
There are too many unknown variables in your question to accurately answer it.
However, if you want to minimise your turn radius then -
Vfsquared
TAN AoB x g
- will give you the answer.
Best climb rates and angles aren't always achieved by continuous climb either and may, occasionally (depends what you're flying of course), involve descending or flying level to achieve a higher indicated speed before recommencing your climb. So sometimes it may be prudent to accelerate and clean up rather than continue climb with extra drag.
There are too many unknown variables in your question to accurately answer it.
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To add further to Johnny's comment, you would also follow the Engine out Procedure.
Not sure there is such a thing for a GA. In every company I've flown for, various Boeing types, SE GA = Standard GA route. The only variance was one airline had an SOP that if >MLW you followed the engine failure on takeoff route.
I had always been told that GA routes & gradients were designed for engine out cases. If there was anything untoward then advice was given. I remember ZRH RW14 was a place in question, considering % gradients before turns.
Not sure there is such a thing for a GA. In every company I've flown for, various Boeing types, SE GA = Standard GA route. The only variance was one airline had an SOP that if >MLW you followed the engine failure on takeoff route.
I had always been told that GA routes & gradients were designed for engine out cases. If there was anything untoward then advice was given. I remember ZRH RW14 was a place in question, considering % gradients before turns.
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RAT5 - I agree with you, when I wrote my 2 cents I was tired and thought we was talking about take off.
In a OEI situation I would ask for straight ahead (terrain permitted) in a GA.
In a OEI situation I would ask for straight ahead (terrain permitted) in a GA.
wrong again.
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Guys; there is confusion. I said, simply, that what I've always been told is that GA routes & gradients have been designed for Eng Out Ops. Any variation that I've been instructed to use has been at the behest of a CP. Change CP and you change the SOP. That does not change the design criteria of the GA. That is from a higher authority. I assume my information was correct, but I stand to be advised otherwise.
Often, on here, we are informed of learned opinions and 'factual' procedures, only to find they are the whims of various CP's. Some are well founded, others are definitely not, and are scary. I once flew B767 for an outfit that had recently acquired the beast. I, and friend, were new DEC's in this airline. we were both experienced B767 drivers from 2 other airlines, each; i.e. 4 airline's worth of experience. We were then being taught SOP's, by a young buck, which were weird in the extreme. When we questioned these, the answer was, "because the book says so.". Wow! We later learnt the SOP manual had been written by an ex-B707 captain. Ah! Things remain the same unless they change. 2 engines & EFIS v 4 engines, needles & dials + FE was a major change, but they tried to keep things the same. Big mistake.
Often, on here, we are informed of learned opinions and 'factual' procedures, only to find they are the whims of various CP's. Some are well founded, others are definitely not, and are scary. I once flew B767 for an outfit that had recently acquired the beast. I, and friend, were new DEC's in this airline. we were both experienced B767 drivers from 2 other airlines, each; i.e. 4 airline's worth of experience. We were then being taught SOP's, by a young buck, which were weird in the extreme. When we questioned these, the answer was, "because the book says so.". Wow! We later learnt the SOP manual had been written by an ex-B707 captain. Ah! Things remain the same unless they change. 2 engines & EFIS v 4 engines, needles & dials + FE was a major change, but they tried to keep things the same. Big mistake.
