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FCTM 17 JUN 09
PREFACE
Applicable to: ALL
Failure to recognize the need for and to execute a go-around, when required, is a major cause of
approach and landing accidents. Because a go-around is an infrequent occurrence, it is important to
be "go-around minded". The decision to go-around should not be delayed, as an early go-around is
safer than a last minute one at lower altitude.
CONSIDERATIONS ABOUT GO-AROUND
Applicable to: ALL
A go-around must be considered if:
• There is a loss or a doubt about situation awareness
• If there is a malfunction which jeopardizes the safe completion of the approach e.g. major
navigation problem
• ATC changes the final approach clearance resulting in rushed action from the crew or potentially
unstable approach
• The approach is unstable in speed, altitude, and flight path in such a way that stability will not be
obtained by 1 000 ft IMC or 500 ft VMC.
• Any GPWS, TCAS or windshears alert occur
• Adequate visual cues are not obtained reaching the minima.
AP/FD GO-AROUND PHASE ACTIVATION
Applicable to: ALL
The go-around phase is activated when the thrust levers are set to TOGA, provided the flap lever
is selected to Flap 1 or greater. The FDs are displayed automatically and SRS and GA TRK modes
engage. The missed approach becomes the active F-PLN and the previously flown approach is
strung back into the F-PLN.
For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic
maneuver. Therefore, if the "bird" is on, it is automatically removed and the FD bars automatically
replace the FPD.
If TOGA thrust is not required during a go-around for any reason, e.g. an early go-around ordered
by ATC, it is essential that thrust levers are set to TOGA momentarily to sequence the F-PLN. If this
is not done, the destination airfield will be sequenced and the primary FPLN will become PPOS –
DISCONT- .
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
GO AROUND
A330/A340 FLEET NO-170 P 2/4
FCTM 17 JUN 09
GO-AROUND PHASE
Applicable to: ALL
1 The SRS mode guides the aircraft with the highest speed of VLS, VAPP, or IAS at time of TOGA
selection (limited to maximum of VLS +25 with all engines operative or VLS +15 with one engine
inoperative) until the acceleration altitude where the target speed increases to green dot.
The GA TRK mode guides the aircraft on the track memorised at the time of TOGA selection. The
missed approach route becomes the ACTIVE F-PLN provided the waypoints have been correctly
sequenced on the approach. Pushing for NAV enables the missed approach F-PLN to be followed.
When the pilot sets TOGA thrust for go-around, it takes some time for the engines to spool up due to
the acceleration capability of the high by pass ratio engines. Therefore, the pilot must be aware that
the aircraft will initially loose some altitude. This altitude loss will be greater if initial thrust is close to
idle and/or the aircraft speed is lower than VAPP.
Altitude loss following a go around
Above the go-around acceleration altitude, or when the flight crew engages another vertical mode
(CLB, OP CLB), the target speed is green dot.
LEAVING THE GO-AROUND PHASE
Applicable to: ALL
The purpose of leaving the go-around phase is to obtain the proper target speed and proper
predictions depending upon the strategy chosen by the crew.
During the missed approach, the crew will elect either of the following strategies:
• Fly a second approach
• Carry out a diversion
SECOND APPROACH
If a second approach is to be flown, the crew will activate the approach phase in the MCDU PERF
GO-AROUND page. The FMS switches to Approach phase and the target speed moves according
to the flaps lever setting, e.g. green dot for Flaps 0.
The crew will ensure proper waypoint sequencing during the second approach in order to have the
missed approach route available, should a further go-around be required.
A330/A340 FLIGHT CREW TRAINING MANUAL
NORMAL OPERATIONS
GO AROUND
A330/A340 FLEET NO-170 P 3/4
FCTM 17 JUN 09
DIVERSION
Once the aircraft path is established and clearance has been obtained, the crew will modify the
FMGS to allow the FMGS switching from go-around phase to climb phase:
• If the crew has prepared the ALTN F-PLN in the active F-PLN, a lateral revision at the TO WPT
is required to access the ENABLE ALTN prompt. On selecting the ENABLE ALTN prompt, the
lateral mode reverts to HDG if previously in NAV. The aircraft will be flown towards the next
waypoint using HDG or NAV via a DIR TO entry.
• If the crew has prepared the ALTN F-PLN in the SEC F-PLN, the SEC F-PLN will be activated,
　
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