Excuse me for OT, but I am not familiar with that acronym - ROPS? What does that mean.

 

See this video, Airbus just got this ROPS system certified for the A320.

 

http://atwonline.com/avionics/easa-certifies-airbus-rops-technology-a320ceo

 

https://www.youtube.com/watch?v=fhzwpa99OPw

It's Airbus but they're offering it to Boeing and others for a price:

 

http://www.youtube.com/watch?v=fhzwpa99OPw

 

 

Standard on the A350, and an option for the A380 and A320, soon to be available for the A330. 

 

Regards,

Ró.

My last go-around happened a week ago ago on a flight from Santos Dumon (SBRJ) to Congonhas (SBSP) with the the 737-800SFP on a flight for my VA.

Because Congonhas has a small runway, there are non-standard weight limits to land there, which are well below the aircraft's MLW. I departed from Rio with a high payload and just enough fuel for the route, plus reserves and no extra. I was planning to follow the entire SID and STAR procedures to burn as much fuel as I could. The FMS predicted I'd arrive at São Paulo with a good margin from the limit weight.

During the flight I had completely forgoten about the weight restriction. On descent, ATC cleared me to fly direct to a VOR further down the STAR to save time, and I followed the instructions. At the FAF I went review the VREF speed one last time in the APPROACH REF page and realized I was half a ton above the maximum allowed weight for the airport. I then initiated the missed approach and was vectored around the airport to burn the excess fuel and then back to the ILS for another try.

About two weeks ago in an E-190 (Sorry PMDG).

 

I was on approach to Runway 27 at YMML (Melbourne). I was following the STAR, and thought I was in a good position, however the result of not been particularly current on the plane, having never flown that STAR before and been my own ATC I turned onto final at about 210kts, and above profile. Continued on but could not slow down and go down. Decided to bin it when it was obvious my touchdown point was beyond the runway end. I would have still been at about 1000 agl by the threshold I think. As it was approaching 1AM, I quickly repositioned for a VOR 34 approach and brought her down beautifully. added barely 10 minutes to the flight.

Oh, cool about the ROPS. Thanks all.

I flew a Level D 737 simulator a week ago at Virgin Australia. I had a go at flying a circuit on the #1 engine after an engine failure, and then a go around. I was practically standing on the left pedal :lol:  

Cross the Gulf Vatsim Event last year.  Going into KMIA on runway 9.  A young, and out of control pilot of an American 757 was buzzing around the field, and due to proximity to myself, I was ordered to go around at about 1000 feet.

Guy behind me ended up going around because of this mess.

 

No idea what the American was doing just sitting there, but Southwest got stuck behind him, and I got stuck behind him. Southwest then decided to move (I can't figure out what he's doing in this shot), and I made a tight turn back onto the runway to taxi off at Zulu at the end.

Guilty to admit that I haven't done a GA for some time now. Now that I intend in learning proper IFR flying I will follow the missed approach procedures as written on the charts.

My last go around was a few days ago. I flew ENTC - ENSB. Due to the winds favoring the 28 approach I flew the localizer app into that rwy. In short I was a little to high with too much speed, so the safe thing was to go around. Flew out to the ISD ndb and returned in for an ILS approach into rwy10 instead with a little tailwind. 

I've done about a dozen G/A today alone working with LAND 3 engine failures on the 777. 

 

Do those count?

 

Last real world G/A was a week ago today...  Turning base for RW26 at KRTS and had a dust devil encroaching that caused us to cut the turn to final a bit early.  That put us high on final so I called for the G/A about 800' AGL.  Took it around the circuit visually for a second go at it...

 

It happens...  it shouldn't be "an event."

Early July 2013.

www.youtube.com/watch?v=ujRQOeqJ-4E

 

Held high by ATC on Vatsim, Switched to Approach frequency late. The JS41 certainly doesn't like descending like the Q400 does.

I have never gone around NEVER!

Almost had to do one a few weeks ago in DFW due to traffic but I sidestepped onto parallel runway.

I had to G/A during the Vatsim Tirana Summer Fly-in, I was too high and fast to intercept the LOC/GS rwy 18 properly.

yeah it is a bit tricky to slow down at Tirana and descend on profile because of the altitude restrictions at the star entry points. you really have to plan ahead or can easily end up high and fast, which makes it a very interesting place to fly.