737 Go Around
 

How do you execute a go-around on a 737?

Call TOGA.
Thrust levers full power.
Pull back on yoke.
Gear up.
Flaps 3.
Reset F/Director + MCP

What? Flaps 3? Full power? Reset F/D?

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.

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.

I try to do it properly.

Red will be half way through a loop by item 3. Do flight sims work inverted?

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).

Depends on the company and there's a difference between a normal go around and a windshear escape maneouvre.

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.

B737 dont do flap 25 go arounds so this person is winding you up!

This forum is becoming a joke ..are you for real?
Flap 3
Go Around and wind shear recovery are the same?
If you really are pilots I will travel by train...

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.

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.

What's the max FD commanded pitch-up? I seem to remember 20 deg NU for after take-off.... long time since -400.

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)

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!

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.

And yet we go around every day during take off...

....and trimmed for it, in practice;generally at heavier weights and with planned thrust settings.........

The Tatarstan accident report says exactly that.