Thank you for trying the procedure Freefly! I think we can now say it is a bug. Should I send a ticket about this or is one of the dev's reading this topic too? I don't want to push to hard since I'm sure they are working real hard solving all kind of other issues. Daniel Verhaal

Should I send a ticket about this or is one of the dev's reading this topic too? I don't want to push to hard since I'm sure they are working real hard solving all kind of other issues.

I'd suggest sending a ticket. They can prioritize tickets easier than keeping track of the 100's of forum threads ...

Ok, I'll do that!

Do you have missed approach altitude set? I don´t know if it works this way, but it might be a problem...something like the plane thinks it reached missed approach altitude

hopefully pmdg or a real pilot can help us out. I found doing a manual go-around thrust stays GA thrust and pitch bars up. I wish the autopilot did the same.

Do you have missed approach altitude set? I don´t know if it works this way, but it might be a problem...something like the plane thinks it reached missed approach altitude

Yes, that's not the problem. It is a bug. I just made a ticket. We have to wait for a official statement. Lets hope it will be on the to-do-list soon!

ok I have no reaction at all when I hit TOGA during an a aproach, the autopilot disconnects as to be expected but nothing else happens. No matter how many times I press the To/ga switch im still in MCP SPEED / VOR/LOC and its confusing me. The Engines remain at IDLE or just above. I have the 3000ft missed aproach set in MCP

ok I have no reaction at all when I hit TOGA during an a aproach, the autopilot disconnects as to be expected but nothing else happens. No matter how many times I press the To/ga switch im still in MCP SPEED / VOR/LOC and its confusing me. The Engines remain at IDLE or just above. I have the 3000ft missed aproach set in MCP

As to be expected - well that depends if you're on a fail-operational dual channel autoland or not. Single channel will definately disconnect, and I believe fail-passive dual channel as well. LAND3 however should fly the G/A, sort of. Although I've got more reading to do on that. Anyways, I experience the same here. TOGA will just kick in thrust then immediately reduce to give a neat, but useless float. I understand fixed base sims are not level D sims but even during fixed base training we certainly had similar thrust settings on missed approches like on takeoffs. More like 90% N₁ and not 70. That's how I always felt. It's about getting away from the ground and potentially dangeous terrain after all, plus you're in landing configuration at the moment of TOGA so that also takes time. Even in a multi engine piston you'll go around with about takeoff power or similar, not climb power or something. I understand there is some "reduced" G/A thrust available but I would have guessed that it is somewhat similar (also number wise in terms of N₁) to a reduced thrust takeoff. Anyways, whatever this plane sets on the first push of TOGA gets me nowhere. Second push does alright, but I would not want to use that unless absolutely neccessary. Furthermore it has occurred to me the thrust limit would be wrong, I have seen both CLB and also CRZ on my last G/A attemps just a minute ago. N1 LIMIT page was definately set to AUTO. Weird.

Never heard of automatic go-arounds, in Boeing, Airbuses or any other western made aircraft.Actually pressing the TO/GA should among other things disconnect autopilot and give you pitch command on FD. But it is pilot hands that must establish the desired pitch. Re-engagement of autopilot comes later.I think you better study the manuals, this is absolutely basic knowledge. But check with Boeing pilots here on this forum too, no doubt during beta testing they preformed hundreds of go-arounds.

Yes, that is what Boeing call it ! An Automatic Go-Around. Like Toga it does require that the pilot lifts the nose of the plane.

Like Toga it does require that the pilot lifts the nose of the plane.

well, I was corrected by some real 737 drivers here that with two FD/AP engaged and while on ILS this is not the case - the nose pitches up on its own.

I've been practicing missed approach/go-arounds with the NGX on a VOR approach at KSYR ( http://tiles.skyvect...df/00411V15.PDF ) as part of checkride preparation for a VA I fly with. I'm still coming to understand clearly how this should work, but in my experience so far, the NGX will fly this particular missed approach as follows: 1) I'm stabilized on final - flaps 30 and at proper approach speed. Since this is not an ILS approach, I'm tuned to the SYR VOR and am outbound on the 131 radial descending towards runway 15 threshold. Autopilot is CMD A, lateral guidance is VOR/LOC, and vertial guidance is -800 V/S headed for an MCP altitude of 1000 2) At the MAP, which is 4.7 DME from SYR, I'm at or close to the required altitude, 880 baro, when I decide to go missed. 3) I press once the TO/GA button and ensure that my CH Throttle is at full (even though the A/T is engaged); I also raise flaps to 15 4) I then manually rotate SLOWLY to 12-15 degrees of pitch up; at this point, the engines seem to really grab and the plane begins its climb; by now, the A/P has disconnected. It's not behaving like a rocket, but the climb is definitive. 5) As soon as I am climbing at a positive rate, I raise the landing gear 6) By now, the NGX is gaining speed towards an MCP target speed of just shy of 200 knots, and I begin a gentle left turn towards the interception of the 111 radial as per the approach chart 7) Once I'm well above 500 feet AFE, I engage LNAV, LVL CHG (to the hold altitude of 3000) and autopilot, and the NGX automatically flies a parallel entry into the hold at waypoint FAYET I'm very interested in others' experience and/or advice as to how to best fly this missed approach.

I've been practicing missed approach/go-arounds with the NGX on a VOR approach at KSYR ( http://tiles.skyvect...df/00411V15.PDF ) as part of checkride preparation for a VA I fly with. I'm still coming to understand clearly how this should work, but in my experience so far, the NGX will fly this particular missed approach as follows: 1) I'm stabilized on final - flaps 30 and at proper approach speed. Since this is not an ILS approach, I'm tuned to the SYR VOR and am outbound on the 131 radial descending towards runway 15 threshold. Autopilot is CMD A, lateral guidance is VOR/LOC, and vertial guidance is -800 V/S headed for an MCP altitude of 1000 2) At the MAP, which is 4.7 DME from SYR, I'm at or close to the required altitude, 880 baro, when I decide to go missed. 3) I press once the TO/GA button and ensure that my CH Throttle is at full (even though the A/T is engaged); I also raise flaps to 15 4) I then manually rotate SLOWLY to 12-15 degrees of pitch up; at this point, the engines seem to really grab and the plane begins its climb; by now, the A/P has disconnected. It's not behaving like a rocket, but the climb is definitive. 5) As soon as I am climbing at a positive rate, I raise the landing gear 6) By now, the NGX is gaining speed towards an MCP target speed of just shy of 200 knots, and I begin a gentle left turn towards the interception of the 111 radial as per the approach chart 7) Once I'm well above 500 feet AFE, I engage LNAV, LVL CHG (to the hold altitude of 3000) and autopilot, and the NGX automatically flies a parallel entry into the hold at waypoint FAYET I'm very interested in others' experience and/or advice as to how to best fly this missed approach.

That sounds normal. As long as everyone realises that the drill is Go Around, TOGA-Flaps 15 almost silmutaneously, positive rate-gear up the aircraft climbs as it should.

That sounds normal. As long as everyone realises that the drill is Go Around, TOGA-Flaps 15 almost silmutaneously, positive rate-gear up the aircraft climbs as it should.

Thanks, Pan, and that's my experience re the aircraft's climb performance.

Never heard of automatic go-arounds, in Boeing, Airbuses or any other western made aircraft.Actually pressing the TO/GA should among other things disconnect autopilot and give you pitch command on FD. But it is pilot hands that must establish the desired pitch. Re-engagement of autopilot comes later.I think you better study the manuals, this is absolutely basic knowledge. But check with Boeing pilots here on this forum too, no doubt during beta testing they preformed hundreds of go-arounds.

Funny, then, that most manuals reccomend engaging the autopilot for the entire go-around manoeuvre.

That sounds normal. As long as everyone realises that the drill is Go Around, TOGA-Flaps 15 almost silmutaneously, positive rate-gear up the aircraft climbs as it should.

Pan, Did you manage to do an automatic go-around with the NGX? Like some other people I don't get it to work. I'm very curious if you are able to execute a automatic go-around. Please, let us know!Kind regards