AR385 From Mexico, joined Nov 2003, 3954 posts, RR: 29 Posted (4 years 6 months 1 week 10 hours ago) and read 1579 times:
I know it may be a lot of work, but can some cockpit crew explain to me the maneuver? For example, Are throttles moved all the way forward (firewall)?, flaps retracted completely? at what point is the gear retracted, what are the comms to ATC?
Any chance the plane may strike the runway?
Thanks you in advance, and this is no morbid question.
2H4 From United States of America, joined Oct 2004, 8937 posts, RR: 65 Reply 1, posted (4 years 6 months 1 week 10 hours ago) and read 1576 times:
AIRLINERS.NET CREW HEAD DATABASE EDITOR
Quoting AR385 (Thread starter): Are throttles moved all the way forward (firewall)?, flaps retracted completely? at what point is the gear retracted, what are the comms to ATC?
It depends on the aircraft and the company's operating procedures. For example, not all commercial aircraft have retractable gear.
Flyf15 From , joined Dec 1969, posts, RR: Reply 2, posted (4 years 6 months 1 week 9 hours ago) and read 1558 times:
My airline approves go-arounds up until the point where thrust reversers have been actuated. ie: We can go around after we've landed.
At my airline, we select the takeoff/goaround buttons (which give us go-around flight director guidance and go-around thrust settings), select go-around thrust, and move the flaps to takeoff position.
Once this has been done, the rest of the go-around is flown exactly the same as a takeoff is (starting with the point just after liftoff)
Mandala499 From Indonesia, joined Aug 2001, 5880 posts, RR: 74 Reply 3, posted (4 years 6 months 1 week 8 hours ago) and read 1550 times:
In general *using 732 method here*
Go-around thrust, pitch, flaps15, positive climb, gear up...
Be you at 500ft, 100ft, 10ft, already on the ground (prior to reverse deployment).
Hit the ground during the manouver? Just continue with the flow.
I think the speeds are Vref40+20 = V2f15 or thereabouts.
If goaround due to windshear the difference is:
Go-Around thrust, pitch, maintain until out of shear (watch your speed), then flaps 15, positive climb, gear up.
Quoting AR385 (Thread starter): Are throttles moved all the way forward (firewall)?, flaps retracted completely? at what point is the gear retracted, what are the comms to ATC?
Throttles? If FADEC equipped, just firewall the damn thing. If not, just go to your thrust limit or thereabouts, manouver and adjust when you got the time (use the crew coordination for this).
Flaps? There are go-around flaps setting. On the 732, landing is flap30 or 40 depending on company policy, Go around flap setting is flap 15 (flap 5 on single engine go-around IIRC) You keep it here until you're positively climbing, put the gear up, and then follow the climb speed and flaps schedule.
ATC comms? Follow the basic rule of thumb: aviate, navigate, communicate. Fly the plane first, when able, navigate, then, when able, communicate. Do the manouver, and the navigation manouvers necessary... The PNF, inbetween the stuff he needs to do and check, will contact ATC when he can... "Tower, XX### going around. "
I hope that helps.
Mandala499
When losing situational awareness, pray Cumulus Granitus isn't nearby !
WILCO737 From Greenland, joined Jun 2004, 8011 posts, RR: 83 Reply 5, posted (4 years 6 months 1 week 4 hours ago) and read 1478 times:
AIRLINERS.NET CREW FORUM MODERATOR
Quoting Flyf15 (Reply 2): My airline approves go-arounds up until the point where thrust reversers have been actuated. ie: We can go around after we've landed.
At my airline, we select the takeoff/goaround buttons (which give us go-around flight director guidance and go-around thrust settings), select go-around thrust, and move the flaps to takeoff position.
Once this has been done, the rest of the go-around is flown exactly the same as a takeoff is (starting with the point just after liftoff)
Sounds like my airline I guess its at most airlines pretty much the same...
Quoting AR385 (Reply 4): So when the flaps are configured to take-off position, is there some sort of mushing down of the aircraft?
No, not a lot! Its not too much of a lift loss! On the MD11F we select flaps from 35 (50) to flaps 28, you feel a small lift loss, but with all the power you have, its not bad... and then retract the gear and up we go
If you select flaps 0 from 28 THEN you feel a big lift loss... The MD11F pitches up and the Rate of climb reduces... feels weird... but no big deal... Slats are still extended and they are HUGE and help a lot...
On the 737 it is flaps 30 (40) to 15... But same thing: doesnt feel like a big lift loss...
2H4 From United States of America, joined Oct 2004, 8937 posts, RR: 65 Reply 6, posted (4 years 6 months 1 week ago) and read 1431 times:
AIRLINERS.NET CREW HEAD DATABASE EDITOR
Quoting AR385 (Reply 4): So when the flaps are configured to take-off position, is there some sort of mushing down of the aircraft?
This is actually a very serious concern in smaller aircraft, and particularly during flight training. If (when) a student attempts to raise the flaps completely during the go around, a significant loss of lift can occur, placing the aircraft and occupants in a less-than-desirable situation. In most smaller aircraft I've encountered, it's important to raise the flaps in small increments during the go around.
Pilotpip From United States of America, joined Sep 2003, 3015 posts, RR: 13 Reply 8, posted (4 years 6 months 6 days 23 hours ago) and read 1410 times:
Mandala499 From Indonesia, joined Aug 2001, 5880 posts, RR: 74 Reply 9, posted (4 years 6 months 6 days 9 hours ago) and read 1319 times:
Going around requires a good coordination between the crew... and it's just "another thing to do"... it's not the end of the world...
I was on a 732 sim once about to do a touch-and-go... something wasn't right and I called the "Go-Around, Flaps 15 please" at <100ft on seeing the speed and sink rate suddenly dropping... the guy on the right seat panicked and raised the flaps to 5 and the sudden change in lift... we dropped a good 30ft on the altimeter... even after going to Vref30+10 we were still sinking another small pull on the yoke the plane pitched up and the stick shaker came on... He was so scared of hitting the runway he pulled the yoke while I was pushing it to gain airspeed. Tweaked the throttle to TOGA limit... again the other guy panicked and firewalled the engines.... We made it over the power curve somehow... *all this caused by the PNF trying to be a smartass by applying flap40 because he wants it and I didn't... so he pulled flap40 at 200ft*. We climbed to 1500ft (since we knew there wasn't any obstruction) first before having time to navigate.
I wasn't a happy guy afterwards! This is why good planning and execution on a go-around is important. Aviate, navigate, communicate.
Mandala499
When losing situational awareness, pray Cumulus Granitus isn't nearby !
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From Mexico, joined Nov 2003, 3954 posts, 
From United States of America, joined Oct 2004, 8937 posts, 
From Indonesia, joined Aug 2001, 5880 posts, 
From Greenland, joined Jun 2004, 8011 posts, 
I guess its at most airlines pretty much the same...
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