GO AROUND MODE A320
 

Correct. Although you'll keep things like the callsign / ZFW etc.

Baroref,

I believe that is correct. That's the way I understand it at least.

I don't mean to hijack your thread, but I also have questions regarding go around with a320, which maybe even you can help answer.

If we have selected speed of 160. For some reason when ATC asks for 160 to 5 you forget to manage speed at 5 miles.
At 1000 feet you are not stable, and go around, does the speed manage or??

One more. If I disconnected autothrust and at minimums I want to go around, will auto/thr re engage or?

Thanks and sorry again..

If you were to go around at this stage on the approach then you will see MAN TOGA SRS GA TRK (+Nav Armed on newer variants). The flight guidance section of the onside FMGC is commanding a vertical flight path with the conditions described in the FCOM. That is either the current speed at go-around engagement, or VAPP whichever is higher. It also goes on to say in the FCOM about the speed limitation with reference to VLS in two engine and one engine cases. What actually happens to the speed target I'm not sure if it will stay cyan or go magenta once go-around is engaged. Either way with SRS engaged I would like to think that the selected speed would have no influence any more!


Regarding the ATHR question this is in the FCOM under arming conditions. If you were to go-around (selecting levers to TOGA) the you are engaging the go-around mode. This will arm the A/THR displayed by a blue box around the font on the PFD. The ATHR will re-engage once they are placed in the operating range (CLB downwards).

Its also important to remember that the flap lever needs to be selected to at least CONF 1 for Go-around mode to engage with selection of TOGA.

That was exactly my thoughts!:ok:
I think aftewards that you have to DIR to a point so you can have the DESTINATION displayed again and choose a new runway with the applicable MISAP. More or less like LOSS OF FMS DATA IN DESCENT/APPROACH onQRH.
but i cant find any reference anywhere in the FCOM.:ugh:

From FCOM DSC 22-30. Selected speed has priority over managed speed. The only automatic change-over from selected to managed speed target may occur at go-around mode engagement.
Now the query is, we have a flap/slat lock fault, we have pulled speed and want to keep in mind the max speed-10 for goaround condition(suppose), fcom tells selected speed is preferable to managed vapp(though we shall modify vapp in mcdu according to qrh). We goaround and speed is managed automatically, is this correct in this case? Because we need to pull speed again ,before it accelerates past max speed.

really? i always thought it was just based on thrust lever selection.

As in the case of a zero flap landing cav-not.

flighttimer:

Yes, the selected speed will automaticall go to managed spd at go around initiation and the current spd (160) will be the target.

Yes, The A/THR will open full engine power and then get ARMED and it will reactivate at the selection of levers to CLB detent.

EIU EEC

When U have S/F problems the speed will be selected on final APP as per QRH (there is no harm of managing spd on final APP). At GA initiation, the spd will revert to managed and the Vapp will be the target until U reach ACCL ALT where the Target managed spd will jump to the Green Dot speed. at this moment (and not before) U should pull the Spd sel and select appropriate spd (Vmax-10). Pulling SPD knob before ACCL ALT will engage OPN CLB.

cav not, check out FCOM - DSC-22_30-80-40 for the arming condition of Go around mode.

cav-not-ok
Your ignorance of the GA activation conditions is shocking. I sincerely hope that you do not fly an Airbus. By your reasoning, if you required full thrust (TOGA) at FL390 due to severe turbulence, the aircraft would go into GA Mode!
GA requires at least one thrust lever to be at TOGA power AND flaps not at zero.

Fly3. Just of background interest, try selecting TOGA whilst climbing at high altitude. I have, the clb limit = TOGA limit... nothing happens. Clb thrust seems to be at the overall limit at higher altitude. I've tried both on IAE and CFM.
'
I find it odd, for example, in a mountain wave in cruise with decreasing speed when people 'slam' in TOGA when Athr is commanding max thrust anyway or conversely when a wave causes overspeed with engines commanded idle by Athr and people close the thrust levers. Just adds more pilot work and achieves nothing.

Ah, but did you get GA Mode on the Performance Page?

No, for obvious reasons.

I was just commenting about your suggestion you might need to select TOGA in turb. I was suggesting you would get no more thrust than climb thrust could give you.

I agree fully, wtf is an Airbus pilot doing not knowing mode engagements.

Also worth mentioning are the gotchas on engine failure on departure vaguely related to this..

1) Lets say you have entered the Climb phase on the FMGS, thrust is back at climb, aircraft accelerating towards characteristic speed ready for flap retraction. At this point the engine fails. You select TOGA. Flap is still out. The aircraft will now be in MAN TOGA SRS GA TRACK!!! Selecting MCT only will prevent this

2) Flap 3 departure, airfield with close in terrain. You are accelerating after take off, past F speed, Flap selected 1. Engine now fails.

You select a heading to take you away from terrain, however because you are below characteristic speed (in this case 'S') your auto pilot AOB limit is 15 degrees! Any turn will be very wide unless you manually fly it.

We covered this in the last sim session, I found it a very interesting and thought provoking topic.

A lower level of automation
 

That post from F3. . was not meant for me -

Meanwhile therefore, I am asking, if 190 or S speed with the last remaining flap setting (after having retracted from Full to one during the go-around) is cool for a visual following a G/A or when conducting a Circle to Land after an otherwise successful initial app. All done on the FCU with everything "Selected" with a perefect aircraft no traffic, downwind over the sea (like ZSPD) both engines. No noise abate. Nothing to conflict, dead of night, etc, etc, etc, empty aircraft (apart from the fuel-sigh:hmm:)

Whether I am looking out of the window or we are using 2.5 on the ND with Nav Rose, and whatevers left of the F-PLN and or sec flt pln, intercepting ILS using FPA or any combination thereof, can you drag yourself around the circuit at this speed/config until you prepare to intercept the ILS hmm, from this, this, level two of automation?

Autothrust disconnected
 

If autothrust is disconnected and the FDs are off prior to a GA, will autothrust arm when the G/A detent is selected and the FDs return? The autothrust does not arm during a no FD take off and must be activated when the levers are moved to climb..

Yes !