I am reading the Mike Ray 767 book and have a question about go arounds. I know you want to pitch at approx 15 degrees and add full thrust, what puzzles me is what speed are you shooting for. Say I am executing the miss to 3000'. According to Mike I should stay at my configuration ( flaps 20, gear up of course ) to the MAP altitude at bug speed. Is this bug speed for VREF 30 + ? or VREF 20? He says " Bug in, Bug out..so it sounds like VREF30. Just puzzled.Thanks in advance, it is great to have the pros on here to learn how it is done out on the line!Happy Holidays!

Cookie I dont fly them for a living but spend alot of my time fixing them, I believe the GA mode initially commands go around attitude then transitions to speed as the rate of climb increases, this speed is normally between command speed(BUG) and command speed +25kts ,I dont think it references vref speed.you would then accelerate to flap retraction speed by repositioning the command speed to the manuvering speed for the desired flap setting. Retract flaps on the normal flap/speed schedule. This is how I interpret it, but I may be wrong.

For the 767-200, my notes say:With G/A initiated below 100' but not on the ground, the pitch axis holds inertial ground speed while commanding a fixed rate of climb for obstacle clearance. Once a positive rate of rotation and a positive vertical speed (+240'/min) and radio altitude (100') are achieved, pitch control transitions to a speed mode based on MCP selected airspeed (ADC reference).For the 767-300, my notes say:When the altitude rate is above 1200feet/min, the control is to the MCP speed or the existing airspeed at G/A initiation. At an altitude rate below 600', the control is to pitch attitude. For an altitude rate between 600' and 1200ft/minute, control is to a weighted combination of airspeed and attitude.Hope this helps.Cheers.Ian.

Thanks for the reply. Lets say you were doing a manual go-around with no flight director. You would initially assume 15 degres nose up but would you then try to hold say 145 ( VREF 30 + wind correction in this ex) or go to say around 160 up to 3000'( missed approach altitude in this ex. ). At this point I know you would speed up to retract the flaps or just stay around 180 for flaps 5 since you are going to go around the patch again. Another thing I have often wondered about. I hail from Charleston, SC where the C-17s are based. One of the things that hooked me on aviation was watching these monsters do touch and gos. Lets say we were going to do this in the 767, after touch down and you pour on the coals again, would you immediatly retract flaps to 20 or wait untill airborn and then retract like a missed approach. I am not sure if these guys were using full flaps for the T&G sessions, but it looked like and sounded like they were since they were cleared for "the option" ...sounded like the pilot may not have knew if he was touching down or not untill the instructor told them ( just like my good old instructors in the C-150!...he had me so wired I would frantically look for a throtle to push when my wife would tell me to "go around " the corner to the store!)Thanks again for the tidbits!

Touch and go: From the manualThe pilot should accomplish a normal final approach and landing. Aftertouchdown, the FO selects flaps 20, sets stabilizer trim, ensuresspeedbrakes are down and at the appropriate time the thrust levers are moved approximately to the vertical position (so engines stabilize before applying go-around thrust). When the engines are stabilized, set TO thrust.Note: Flaps 20 is recommended after touchdown to minimize the possibility of a tailstrike during the takeoff.WARNING: After reverse thrust is initiated, a full stop landing must be made.At VREF,

For acceleration after a go-around our company uses 800'AAL on most runways. This is done just like after takeoff, and usually involves 'climb thrust', FLCH +40 (or +80 if cleaning up to flaps up) and a roll mode if required.I've only done one missed in the real aeroplane and it all happens VERY quickly, I probably started acceleration at about 1300'AAL. Remember that flaps 20 are hanging out, so that has to be retracted very early (+20, so only about a 15kt acceleration) to get normal acceleration. As for bug to 3000, not nice for the passengers blasting up like the space shuttle!

That sounds very reasonable, I can imagine how quick things would happened if you kept the missed configuration all the way to level off.. guess things may be done diferent in the sim proceedures that Mike is refering to in his book vs the real world of line flying. His proceedure of engaging the autopilot after a manual missed sounds a little more complicated than it has to be as well. He talks about the big V..engaging center autopilot command, hitting go around again on the throttles ( to get out of VS mode ) then heading select for roll mode. Could you not just go to FLCH, select speed, after autopilot is engaged to get out of VS without hitting the go around button again? But who am I to question Mike Ray :)

Thanks for the insight, have to try a few of those on PIC for some fun ( you really can tell that another set of hands would come in handy even on the sim!! )