737 Go Around
Join Date: Jan 2006
Location: Between a rock and a hard place
Posts: 1,267
Likes: 0
Received 0 Likes
on
0 Posts
Go-Around
Set thrust
Flaps15
Gear Up
Flight Directors guides you through the missed approach. Missed appr. altitude should've been set already. Some versions of 737 need you to select roll mode, Hdg Sel or LNAV. Other versions engages LNAV automatically for you.
Set thrust
Flaps15
Gear Up
Flight Directors guides you through the missed approach. Missed appr. altitude should've been set already. Some versions of 737 need you to select roll mode, Hdg Sel or LNAV. Other versions engages LNAV automatically for you.
Join Date: Jun 2000
Location: last time I looked I was still here.
Posts: 4,507
Likes: 0
Received 0 Likes
on
0 Posts
Ref The Red ACC. I'm guessing a little, but if he has to ask the question, and offers his own wonky answers, he won't understand our knowledgeable responses.
Thread Starter
Join Date: Sep 2015
Location: FL490
Posts: 47
Likes: 0
Received 0 Likes
on
0 Posts
Come on guys, serious answers.
I got myself in a bit of a pickle because I fly the A380 and I've only just realised my mistake with the flaps 3 part of my answer. I meant to say Flaps 25.
Now the reasoning behind this question is because the flyDubai guys got themselves in a bit of a pickle too with their go around, hence my question. You never know, this question (and subsequent answers) may save someone one day when they too are in a similar swiss cheese situation (bad wxr, disorientated, not aware of proper TOGA techniques, etc).
I got myself in a bit of a pickle because I fly the A380 and I've only just realised my mistake with the flaps 3 part of my answer. I meant to say Flaps 25.
Now the reasoning behind this question is because the flyDubai guys got themselves in a bit of a pickle too with their go around, hence my question. You never know, this question (and subsequent answers) may save someone one day when they too are in a similar swiss cheese situation (bad wxr, disorientated, not aware of proper TOGA techniques, etc).
Join Date: Mar 2014
Location: Europe
Posts: 122
Likes: 0
Received 0 Likes
on
0 Posts
RED ACC what do you mean by "this question (and subsequent answers) may save someone one day"?
There are no personal techniques in executing a go around, you stick to what your SOP/AFM says.
Just for your curiosity:
- Push TOGA button once (this will give you only reduced thrust go around and flight directors command a pitch to achieve 1000-1500ft/min)
- Select flap 15
- PM manually set thrust if A/T was disengaged
- Retract gear
- Retract flaps on schedule
Note: if on single AP as you push TOGA button it will immediately disengage.
Note2: windshear escape maneouver is basically the same except once pushed TOGA you slam the thrust levers to the firewall and then disengage A/T so they don't come back. You then follow FDs guidance and keep same airplane configuration until out of the windshear.
There are no personal techniques in executing a go around, you stick to what your SOP/AFM says.
Just for your curiosity:
- Push TOGA button once (this will give you only reduced thrust go around and flight directors command a pitch to achieve 1000-1500ft/min)
- Select flap 15
- PM manually set thrust if A/T was disengaged
- Retract gear
- Retract flaps on schedule
Note: if on single AP as you push TOGA button it will immediately disengage.
Note2: windshear escape maneouver is basically the same except once pushed TOGA you slam the thrust levers to the firewall and then disengage A/T so they don't come back. You then follow FDs guidance and keep same airplane configuration until out of the windshear.
Back in the day when describing how to fly a missed approach the attitude that needs to be set would be mentioned within the first two items.
Join Date: Mar 2001
Location: Either the back of a sim, or wherever Crewing send me.
Posts: 1,031
Likes: 0
Received 1 Like
on
1 Post
It goes like this -
PF calls "Go-around flap 15" whilst simultaneously pressing the TOGA switch.
PM selects flap 15.
If flying manually PF pitches to the flight director, and if the auto-throttle had been disengaged PF advances the thrust levers to an outstretched arms length. PM can adjust this when workload permits.
With a positive rate of climb indicated the PM calls "positive climb" and the PF asks for the gear to be retracted.
Passing 400 feet AGL PM calls "400 feet", in response PF asks for a roll mode, either LNAV or HDG SEL.
Passing 1000 feet AAL (or acceleration altitude) PM makes an appropriate call and PF asks for flap 5. PM selects flap 5.
The selection of flap 5 commands the acceleration, once above the flap speed schedule PF calls for flap 1, and PM verifies the speed and selects flap 1. The same happens for flaps up.
Once the flaps are up the auto-pilot can be engaged.
The GOTCHA - If ALT ACQ happens prior to the completion of the acceleration, the speed window will open at the speed the aircraft is presently flying at. If neither pilot notices then it is possible to retract flaps at speeds that you really wouldn't want to.
PF calls "Go-around flap 15" whilst simultaneously pressing the TOGA switch.
PM selects flap 15.
If flying manually PF pitches to the flight director, and if the auto-throttle had been disengaged PF advances the thrust levers to an outstretched arms length. PM can adjust this when workload permits.
With a positive rate of climb indicated the PM calls "positive climb" and the PF asks for the gear to be retracted.
Passing 400 feet AGL PM calls "400 feet", in response PF asks for a roll mode, either LNAV or HDG SEL.
Passing 1000 feet AAL (or acceleration altitude) PM makes an appropriate call and PF asks for flap 5. PM selects flap 5.
The selection of flap 5 commands the acceleration, once above the flap speed schedule PF calls for flap 1, and PM verifies the speed and selects flap 1. The same happens for flaps up.
Once the flaps are up the auto-pilot can be engaged.
The GOTCHA - If ALT ACQ happens prior to the completion of the acceleration, the speed window will open at the speed the aircraft is presently flying at. If neither pilot notices then it is possible to retract flaps at speeds that you really wouldn't want to.
Last edited by Johnny F@rt Pants; 20th Mar 2016 at 19:13. Reason: Was a dozy plonker and forgot the gear retraction!
Only half a speed-brake
What's the max FD commanded pitch-up? I seem to remember 20 deg NU for after take-off.... long time since -400.
Last edited by FlightDetent; 20th Mar 2016 at 19:10. Reason: for variant
Join Date: Mar 2014
Location: Europe
Posts: 122
Likes: 0
Received 0 Likes
on
0 Posts
Don't know if there is a max value and in that case what would that be but I can tell you that FDs pitches more than 20 degrees (at least on the -800)
Last edited by S7EVIN; 20th Mar 2016 at 19:13.
Join Date: Mar 2001
Location: Either the back of a sim, or wherever Crewing send me.
Posts: 1,031
Likes: 0
Received 1 Like
on
1 Post
7-cylinder man - I try to remember the gear but it doesn't always happen as it should, just need to look at my last sim check - oops.
Of course, to correct for the obvious I have now edited my post!
Of course, to correct for the obvious I have now edited my post!
Join Date: Apr 2008
Location: nowhere
Posts: 1
Likes: 0
Received 0 Likes
on
0 Posts
There have been some crashes on go-arounds that were blamed on the aircraft pitching up excessively and the acceleration combined with a poor scan leading to excessive nosedown input resulting in a unwanted descent.
I only flew the 200 series and only for a short time period quite a while back. I was wondering if someone could confirm to me that during a go-around, the aircraft pretty much pitches up to near the proper go-around attitude by itself with minimal requirement for the pilot to actually have to pull back on the control column.
I only flew the 200 series and only for a short time period quite a while back. I was wondering if someone could confirm to me that during a go-around, the aircraft pretty much pitches up to near the proper go-around attitude by itself with minimal requirement for the pilot to actually have to pull back on the control column.
Only half a speed-brake
I was wondering if someone could confirm to me that during a go-around, the aircraft pretty much pitches up to near the proper go-around attitude by itself with minimal requirement for the pilot to actually have to pull back on the control column.