1 / 12

To be go-around-prepared and go-around-minded the flight crew should:

Because a go-around is not a frequent occurrence, the importance of being go-around-prepared and go-around-minded must be emphasized. To be go-around-prepared and go-around-minded the flight crew should:

bishop
Download Presentation

To be go-around-prepared and go-around-minded the flight crew should:

An Image/Link below is provided (as is) to download presentation Download Policy: Content on the Website is provided to you AS IS for your information and personal use and may not be sold / licensed / shared on other websites without getting consent from its author. Content is provided to you AS IS for your information and personal use only. Download presentation by click this link. While downloading, if for some reason you are not able to download a presentation, the publisher may have deleted the file from their server. During download, if you can't get a presentation, the file might be deleted by the publisher.

E N D

Presentation Transcript

  1. Because a go-around is not a frequent occurrence, the importance of being go-around-prepared and go-around-minded must be emphasized. To be go-around-preparedand go-around-mindedthe flight crew should: • Have a clear mental imageof applicable briefings, sequences of actions, task sharing, standard calls and excessive -deviation callouts; • Be ready to abandon the approachif: • Ceiling and/or visibility (RVR) are below the required minimums; • Criteria for a stabilized approach are not achieved; • Doubt exists about the aircraft position; and/or, • Confusion exists about the use of automation. If the conditions for a safe approach and landing are not met, the flight crew should be go-around-committed without any hesitation.

  2. PF / PNF Task Sharing • Strict adherence to task-sharing is main princible. • The PFis responsible for controlling the vertical flight path and lateral flight path and for energy management. • The PNFis responsible for monitoring tasks and for performing the actions requested by the PF

  3. Understanding the flight dynamicsof the go- around • During rotation for takeoff, the aircraft is pre-trimmed and the thrust is already set. • The initiation of a go-around involves a very dynamic sequence of actions and changes (i.e., thrust increase, configuration change) affecting the pitch balance. • When initiating a go-around at DA(H), the PF is expected to minimize the altitude loss.

  4. Therefore, the PF must simultaneouslyapply a nose up pitch command on the control column (side stick) and trigger the go-around levers (set TOGA). 3 Nose Up effects: • By Elevator • By Thrust • By Flaps

  5. The PF should simply fly the aircraft while closely monitoring the PFD. • If the pitch is not positively controlled, the pitch attitude continues to increase until a significant speed loss occurs, despite the go-around thrust.

  6. Flying a manual go-around maneuver 3 - Ps Rule: • Pitch • Power • Performance

  7. For the PF: • Toga • Rotation • PITCH COMMAND (typically 18 deg.) • Check power, performance • Announce FMA

  8. For the PNF: • Flaps • FMA • Positive climb + L/G • Monitor A/C performance • Check FMA

  9. Strict adherence to the defined PF / PNF task sharing and to crew resources management principles are important. The manual go-around technique must: • Minimize the initial altitude loss; • Prevent an excessive pitch attitude by : • Following FD pitch commands (SRS orders), not exceeding 18-degrees pitch attitude ; • Considering a 25-degree pitch attitude as an ultimate barrierfrom which the pilot should return immediately.

  10. Excessıve devıatıon callouts ın go-around Speed If dropping below VAPP - kt Speed trend If negative Pitch attitude If in excess of 20 deg. nose up Bank angle If in excess of 15 deg. Thrust If significant thrust loss

  11. Thanks Capt. Gökhan YILMAZ Ref. Getting to Grips with Approach and Landing Accident Reduction Airbus Flight Ops. Sup

More Related