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NORMAL OPERATIONS
GO AROUND
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¬.
NORMAL OPERATIONS
GO AROUND
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.
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本文鏈接地址：A330/A340 機組訓練手冊 FCTM Flight Crew Training Manual 2(15)
