I have read the PMDG NORMAL PROCEDURES document, GO-AROUND PROCEDURE EXPLAINED. I have also searched this forum for information on proper go-around procedure.I understand that if you are on a one channel approach it is normal for the A/P to disengage when you push the TO/GA button. What would be the correct GA procedure if on an NDB approach (in VNAV/LNAV mode), intending to fly the missed approach in LNAV mode? Here is my best guess. Please tell me if this is incorrect.Push TO/GA button;Manually apply Takeoff Thrust;Set flaps to 15;Raise gear at positive rate of climb;Re-engage autopilot; Select LNAV; Set Vertical Speed;Set MCP Altitude to missed approach procedure altitude;Retract flaps on speed schedule;Acomplish after takeoff checklist.This seems like a lot of work during the most critical phase of flight I can imagine. Is there a better way?Roger P.

>I understand that if you are on a one channel approach it is>normal for the A/P to disengage when you push the TO/GA>button. What would be the correct GA procedure if on an NDB>approach (in VNAV/LNAV mode), intending to fly the missed>approach in LNAV mode? Here is my best guess. Please tell me>if this is incorrect.>>Push TO/GA button;>Manually apply Takeoff Thrust;>Set flaps to 15;>Raise gear at positive rate of climb;>Re-engage autopilot; >Select LNAV; >Set Vertical Speed;>Set MCP Altitude to missed approach procedure altitude;>Retract flaps on speed schedule;>Acomplish after takeoff checklist.>I'll test-fly this today - but I'm pretty sure that the autothrottle would still be engaged, so you wouldn't have to set takeoff thrust. I'll also confirm if the autopilot drops off - my guess is that if the mode buttons are still lit (indicating they could be de-selected) that the autopilot would NOT disconnect, but I'll check and get back to you.

I flew the LOC 27 BC course to KPTK in LNAV/VNAV, and found the following:Pressing TOGA disconnects the autopilot, but not the autothrottle.So the drill is:Push TOGAPitch for minimum sink, and then pitch up for climbclean up the airplanereset MCP Altitude to the missed approach holding alt (this would have been done already on an ILS, but not on a non-precision)Engage LNAV and an appropriate pitch mode (SPD/VNAV/VS) as you head for the hold.

Thanks. I don't recall whether the autothrottle disengages or not. I've created some non-precision approaches and wish to fly the missed approach procedures in LNAV mode, but not really clear on how to do that. Perhaps I shouldn't even touch the TO/GA switch?Roger

>I have read the PMDG NORMAL PROCEDURES document, GO-AROUND>PROCEDURE EXPLAINED. I have also searched this forum for>information on proper go-around procedure.>>I understand that if you are on a one channel approach it is>normal for the A/P to disengage when you push the TO/GA>button. What would be the correct GA procedure if on an NDB>approach (in VNAV/LNAV mode), intending to fly the missed>approach in LNAV mode? Here is my best guess. Please tell me>if this is incorrect.>>Push TO/GA button;>Manually apply Takeoff Thrust;>Set flaps to 15;>Raise gear at positive rate of climb;>Re-engage autopilot; >Select LNAV; >Set Vertical Speed;>Set MCP Altitude to missed approach procedure altitude;>Retract flaps on speed schedule;>Acomplish after takeoff checklist.>>This seems like a lot of work during the most critical phase>of flight I can imagine. Is there a better way?>>Roger P.>>Roger,It's not as much work as it looks especially with two pilots.I would do these proceedures differently from what you listed above:The autothrottle will stay engaged and set the thrust to GA thrust.I wouldn't bother to reengage the autopilot yet, hand fly with the FD.No need to select VS mode because your in TO/GA mode, Stay in TO/GA mode until ALT AQ. If you have to use another Pitch mode I would LVL CHG instead. You should always set the MCP atitude window to the MAP Altitude after leaving the FAF fix and at least 300 feet below the MAP altitude. The airplane will continue to descend in what ever descent mode you are using.The Airspeed command bug is driven by the Flaps, start retracting the flaps after 400 feet AGL as needed or wait untill 1000 feet AGL.Floyd

Thanks, guys! I'll use the procedure you suggested. It sounds like I'll have to actually put my coffee cup down during a go-around (I knew my joystick had a purpose!:-lol )Roger P.

>You should always set the MCP atitude window to the MAP>Altitude after leaving the FAF fix and at least 300 feet below>the MAP altitude. The airplane will continue to descend in>what ever descent mode you are using.The danger of doing this on a non precision approach is that the airplane won't level out at the MDA automatically and if you get distracted you can hit the ground - this stings.Setting the MCP to the MDA for the approach ensures a level-out if you get distracted, but then of course you do have to reset it on the go-around.I'd appreciate hearing from the real-world drivers how their operations specs address non-precision approaches and setting the MCP ALT.

>>>You should always set the MCP atitude window to the MAP>>Altitude after leaving the FAF fix and at least 300 feet>below>>the MAP altitude. The airplane will continue to descend in>>what ever descent mode you are using.>>The danger of doing this on a non precision approach is that>the airplane won't level out at the MDA automatically and if>you get distracted you can hit the ground - this stings.>>Setting the MCP to the MDA for the approach ensures a>level-out if you get distracted, but then of course you do>have to reset it on the go-around.>>I'd appreciate hearing from the real-world drivers how their>operations specs address non-precision approaches and setting>the MCP ALT.OK, I am a "real-world" -700 driver.When doing an instrument approach using VS, the MCP Altitude window should be set to the MAP Altitude as you approach MDA. When doing an instrument approach using VNAV, the MCP altitude window should be reset to the MAP altitude when the airplane is at least 300 feet below the MAP altitude.Also, "Dive and Drive" techniques don't need to be used when using VNAV or VS to maintain a constant descent angle or rate to the DA(H) or MDA. A constant angle or rate of descent is much better than several level off segements. Avoid a level off segment at MDA proior to the MAP point. If using VNAV for descent this is easy. If using VS you can monitor VNAV path deviation on the map display and adjust descent rate as needed, or select a descent rate that places the altitude range arc at or near the step-down fix or VDP, or use 300 feet per mile for a 3 degree glide path. Aloha,Floyd

Thank you for the information. So you're a real-world -700 pilot? It's great to have you on this forum. I am a real-world controller and I have a tremendous respect for airline pilots.I am currently writing some airport files that contain real-world "FMC" approaches (or "RNP" approaches). Are you familiar with these? A growing Canadian airline has begun flying such approaches, and apparently it's a fantastic tool for airports with terrain issues. Any thoughts on this?Roger

Do I right-click or left-click to active the TO-GA when on approach?

Left click. Something that you should know : One click will give you reduced g/a thrust (10% if I remember correctly) and clicking AGAIN will you give you full GA thrust.The autopilot will disconnect when GA is pressed unless you perform a two-AP coupled preicsion approach (a la CAT_II). The rest as outlined by the good people above.Best,Vangelis===================================== E. M. Vaos Precision Manuals Development Group www.precisionmanuals.com=====================================

Thanks...I've never had to make one so I would like to be prepared. I'm flying into EDDM later today and the metar is reporting 30026G42KT!! I might have to abort a couple of times on that approach. :D

Very informative thread. Thanks.