Hi, I would like to known the right procedure for going around.

 

Here is what i do.

 

For example, I am established on the ILS LOC and GS green on the FMA, the both AP engaged and at approximately 1200 fts the "LAND3" light illuminated.

 

On the MCP, the speed is managed (Vref+5), the heading of the runway axis is displayed (044°), the missed approach level to go (3000') is dosplayed too.

 

 

When i have visual contact with the ground, i disconnect APs.

 

And at 300 feets, i push go around, then when V/S is positive -> gear up, then retract 2 steps of flaps (from 30 to 15), the MCP speed window display 172 kts with the FD already green, but and here is my problem ----> the speed don't stop at 172, but increase and overshoot the red aera.

 

 

So please, cold u give me the right procedure in order to execute a great go around from a visual approach (with AP disconnected).

 

Thanks.

 

Gilles Menghetti.

You're doing it right; you just need to engage the auto-throttle or bring the thrust leavers back manually to control the speed.

Control your speed with your pitch as you climb out of the Go around but remember generally your plane will be light on fuel compared to a take off so it's going to climb like mad.

 

When I'm doing a manual go around I disconnect the auto throttle and use it manually so that I can slow my climb and keep it under control until I have the auto pilot on and the plane is getting cleaned up to 0 flaps and gear up.

 

Also if you know you will be performing a visual approach just stick to a cat1/2 ILS to save you some work

Is this the correct way to do it?

As I understand it one would want max thrust (TOGA setting)...

So reducing power during the go-around seems so an unnatural thing to do...

Is this the correct way to do it?

As I understand it one would want max thrust (TOGA setting)...

So reducing power during the go-around seems so an unnatural thing to do...

You don't typically want max power. The engines will give you about 1000-2000fpm with one hit of the TOGA. 2 hits give you max. No reason to go screaming up usually, so take things nice and easy; rushing is where the problems start.

 

Read up in the FCTM on how to do it and in the FCOMs for G/A mode. It's pretty informative, not to mention useful.

Remember the plane is already flying so you dont need large amounts of power for a go around as Spin737 says

And also as soon as your press the TOGA button and the flaps and gear come up you will be climbing away pretty well. 

If the go around altitude is say 3000feet it wont take long to level out at 3000 and you want the autopilot back on and in control as soon as possible

Just a question about TOGA.  Maybe I'm misunderstanding but, when you click it on the runway, is it supposed to power the airplane up automatically?  On my sim I have to, also, push my throttles full forward.  When you go around, it would be the same, yes?  Also, FYI, RW if you go around on a visual, the tower may be able to approve a visual downwind back to the runway (they have to get approval from Approach)...depends on weather and other traffic.

You normally get out back to the que but its a little different on FSX depending on what atc your using.

 

On the ground when you push TOGA it will command take off thrust that you have set on the FMC. Depending in your throttle settings in the FMC options you might have to advance the throttles or it'll presume your are aborting the take off you can turn it off so it ignores your throttle position. For Go around it ignores your throttles when on auto throttle.

 

... and you want the autopilot back on and in control as soon as possible

 

why is that so? i know the workload is a bit higher but if one prepares for the possible missed approach procedure it can be easily hand flown.

Yes ofc it's easily hand flown but I like to get the autopilot back on personally and start getting through my check lists.

 

My personal way of flying an approach depends on different things. First if I know the weather is bad ill start looking at a CAT 3. Second if its busy traffic wise ill also fly it CAT 3 so that if a go around is needed I simply press the TOGA button and the autopilot stays on the whole time. Very good for high work load situations. Even thought I am performing a CAT3 approach I still have full intention of disengaging the autopilot and throttle at about 100 above DA and fly it in manually. I never actually fly the CAT3 to the deck in good weather as from what I understand it can't be dove in real life as planes on the ground will be using the wrong holding points.

Hi, one thing to include in your procedure when doing a visual approach is to recycle FDs when you disconnect AP. This way, you cancel the approach mode on the FMA, and you prepare the FDs for G/A.

When you push go around button, set flaps 15, follow the FDs bar, positive rate, gear up. When passing acceleration height, generally 1500ft (different from NAP on takeoff), select level change and flaps up speed. Retract the flaps accordingly.

 

Stéphane LI-THIAO-TE

Envoyé de mon iPad à l'aide de Tapatalk HD

Hi Captains,

 

at what point of the approach do you disconnect the AT? I mean, if AT and AP are disconnected (and FD has been reset), will pressing the TO/GA switch cause anything OR do you have to (re)activate the AT first? I think I recall that pressing TO/GA even with the FD off will also engange FD until the holding altitude has been reached?

 

Cheers,

 

Markus

Yes ofc it's easily hand flown but I like to get the autopilot back on personally and start getting through my check lists.

 

My personal way of flying an approach depends on different things. First if I know the weather is bad ill start looking at a CAT 3. Second if its busy traffic wise ill also fly it CAT 3 so that if a go around is needed I simply press the TOGA button and the autopilot stays on the whole time. Very good for high work load situations. Even thought I am performing a CAT3 approach I still have full intention of disengaging the autopilot and throttle at about 100 above DA and fly it in manually. I never actually fly the CAT3 to the deck in good weather as from what I understand it can't be dove in real life as planes on the ground will be using the wrong holding points.

 

yes i agree. that was my point, AP is not a must but it's up to personal preference, especially in the sim where you don't risk any lives at the back and don't have bean counters that dictate maximum use of AP for maximum fuel efficiency. i personally like to be hands on as much as possible. i "envy" those who own fs2crew, it makes life so much easier.

 

anyway sorry for drifting away from the topic,

happy landings

richtemark, on 25 Mar 2013 - 15:40, said:

richtemark, on 25 Mar 2013 - 15:40, said:

Hi Captains,

 

at what point of the approach do you disconnect the AT? I mean, if AT and AP are disconnected (and FD has been reset), will pressing the TO/GA switch cause anything OR do you have to (re)activate the AT first? I think I recall that pressing TO/GA even with the FD off will also engange FD until the holding altitude has been reached?

 

Cheers,

 

Markus

Good question. If the A/T is off and you hit TOGA, the speed on PFD will change to a commanded climb out speed, and the FD crosshairs will suddenly point up, as (a reference only) to a pitch which would be safe for that climb out, which you would have to fly manually. I'm not sure if you would want to re-activate the A/T, if it is already off when you are on late final. But you can always bring back the A/T and Auto pilot later after climb.

And at 300 feets, i push go around, then when V/S is positive -> gear up, then retract 2 steps of flaps (from 30 to 15), the MCP speed window display 172 kts with the FD already green, but and here is my problem ----> the speed don't stop at 172, but increase and overshoot the red aera.

As some people have mentioned above, you are not doing what you are supposed to be doing; flying the airplane. You need to either pitch up or power back to maintain speed. Otherwise, you could switch the autopilot back on and have that fly the plane but if it's visual, I'd fly manually.

 

Just a question about TOGA.  Maybe I'm misunderstanding but, when you click it on the runway, is it supposed to power the airplane up automatically?  On my sim I have to, also, push my throttles full forward.  When you go around, it would be the same, yes?

In the real thing, the throttles have servos that physically move them. When you hit the TOGA switches, you just rest your hands on them as they move forward just in case you suddenly have to take back manual control for whatever reason. On your set up, if you hit TOGA and don't move the levers, you should see the engines spool up anyway. If not, there might be a hardware issue (like noisy units overriding the computer) but there nothing wrong with backing it up with pushing the levers forward.

 

Good question. If the A/T is off and you hit TOGA, the speed on PFD will change to a commanded climb out speed, and the FD crosshairs will suddenly point up, as (a reference only) to a pitch which would be safe for that climb out, which you would have to fly manually. I'm not sure if you would want to re-activate the A/T, if it is already off when you are on late final. But you can always bring back the A/T and Auto pilot later after climb.

The 737 is different from the 747, MD11, and the 777 in that when you hit the disconnect switch on the throttle, it shuts the autothrottle off and you have to flip the master back on. In the above mentioned heavy aircraft, it simply kicks the system to a stand by mode ready to reactivate when you command a thrust mode. What I understand some operators do (which is easier in the real plane or if you have the hardware on your system) is they press the speed hold button (assuming its on) on the MCP. This effectivly removes all thrust modes from the autothrottle and gives you manual control. When you hit TOGA after that, the autothrottle will automatically come back.