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.

I've tried it yesterday and, as you've said, AT won't kick in automatically. So if AT is off, I basically press TO/GA, adjust the pitch to the FD crosshairs reference, adjust the speed manually (which will also adjust the crosshair reference) and, after climbing safely out, gear up and flaps 15, re-engange AT and AP. Thanks for the advice.

 

Markus

You are getting pretty far off the standard go around procedure. Check out the FCTM on how to do it.

I think that if A/T if OFF, if you push TOGA, the FD will command a pitch up, but you will need to manually push your throttle forward to the GA N1 setting.

I've read in the FCTM that the GA thrust is lower that the thrust for a normal takeoff.

 

Stéphane LI-THIAO-TE

Envoyé de mon iPad à l'aide de Tapatalk HD

You are getting pretty far off the standard go around procedure. Check out the FCTM on how to do it.

 

I've always wondered what the proper procedure is for re-engaging the A/P and A/T after a manual go-around. The FCTM (pages 5.83 and onward) merely states "engage autopilot as needed", and doesn't mention re-enabling the autothrottle at all. Do the two get switched on at the same time? Or separately? At what point during the go-around maneouvre should that happen?

 

Thanks.

I've always wondered what the proper procedure is for re-engaging the A/P and A/T after a manual go-around. The FCTM (pages 5.83 and onward) merely states "engage autopilot as needed", and doesn't mention re-enabling the autothrottle at all. Do the two get switched on at the same time? Or separately? At what point during the go-around maneouvre should that happen?

 

Thanks.

Here's what typically happens:

 

Go around!

TOGA/F15

Positive Rate>Gear Up

LNAV/F5

Flaps UP/After Takeoff Check

Oh Crap! Why are we going soooo fast?!?

 

A Go-around is pretty similar to a normal takeoff. As such, it's fine to turn on the A/T whenever you are comfortable, preferably before you level off and start breaking speed records.

 

In the plane, a pilot can normally push the thrust levers to about normal arm's length and get a good go-around power setting and then the PNF can tweak as necessary.

A Missed Approach need only be initiated if a Precision Approach or approach with vertical guidance is being flown.

 

The Decision Altitude (DA) or Decision Height (DH) is a specified altitude or height in the Precision Approach or approach with vertical guidance at which a Missed Approach must be initiated if the required visual reference to continue the approach has not been established. (ICAO Annex 6)

 

The Minimum Descent Altitude (MDA) or Minimum Descent Height (MDH) is  a specified altitude or height in a Non-Precision Approach or Circling Approach below which descent must not be made without the required visual reference. (ICAO Annex 6) 

 

Quote

The go-around and missed approach is generally performed in the same manner whether an instrument or visual approach was flown

Unquote

 

This phrase is coming from the FCTM. Last sub chapter of chapter 5 "approach and missed approach"

 

 

Stéphane LI-THIAO-TE

Envoyé de mon iPad à l'aide de Tapatalk HD

I was in Atlanta Tower many years ago and I watched one of the controllers send an aircraft around and vector him via his BRITE III radar display back around to the runway, keeping him within 4 or so miles from the airport.  Maybe things have changed since then but that's what happened.