Standard Go Around PDF

17th Performance and Operations Conference
May 2011
17th Performance and Operations Conference in Dubai
Standard Go - Around
Review of different situations
Presented by Xavier LESCEU / Test Pilot Operational Expert Pilot
Introduction
All engines operating go-arounds do not occur frequently Situation in training whether it is in the aircraft or simulator is different from real life Nevertheless flight crew must be go-around minded and prepared - Sequence of actions - Task sharing - Standard callouts Due to industry-wide in-service experience, the need was felt to discuss go-around
management, and flight crew task sharing for go around
2
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
May 2011
Contents
1
Introduction
Prepare the Go - Around
Flying the Go - Around
Effects on Go Around perception
Conclusion
Prepare the Go-Around

The flight crew must be Go-Around prepared
Prepare the missed approach
GO AROUND PROCEDURE
4

Set navaids, as required
5

PERF GO AROUND page THR RED ALT / ACC ALT EO ACC ALT
6

Copy active, & revise the SEC F-PLN According to circumstances
7

Prepare the missed approach Brief the missed approach
8

Prepare the missed approach Brief the missed approach Set the missed approach altitude when commencing final approach
9
May 2011
Contents
1
Introduction
Conclusion
Flying the Go-Around
Establishing a safe go-around flight path is of primary importance...
ACC ALT
THR RED ALT
11
:
Acquire the PITCH target Set maximum THRUST ANNOUNCE the decision
ACC ALT
THR RED ALT
12
:
Acquire the PITCH target
How to achieve that? - When flying manually, rotate towards the Go-Around pitch target
NAV
Know the Go-Around pitch target! Fly / Monitor the basic flying parameters
F13 LIGHT PARAMETERS DEVIATION CALLOUTS
:
Acquire the PITCH target
How to achieve that? - When flying manually, rotate towards the Go-Around pitch target - With AP ON, set all THR LVRs to TOGA and monitor A/C behavior
Push all THR LVRs to the full forward mechanical stop: - To REMOVE all pitch modes - To ENGAGE SRS mode
14
:
Acquire the PITCH target Set maximum THRUST
How to achieve that? - Set all THR LVRs to TOGA
Set maximum thrust - TOGA
NAV
TOGA 1.620
MAN TOGA
15
:
Acquire the PITCH target Set maximum THRUST ANNOUNCE the decision
How to achieve that? - The PF announces the decision to perform a Go-Around
ACC ALT
THR RED ALT
16
...then the flight crew must manage the aircraft PERFORMANCE and NAVIGATION
ACC ALT
THR RED ALT
17

The PNF retracts the flaps one step on PF order
3 FULL
18

The PNF retracts the flaps one step The PNF retracts the landing gear upon PF orders
(after having checked the positive climb)
NAV
19

The PNF retracts the flaps one step The PNF retracts the landing gear upon PF orders
(after having checked the positive climb)
The flight crew check / select as required lateral mode to follow the
missed approach or follow ATC instructions
NAV DURING GO-AROUND

20

At THR RED Altitude, the PF set the thrust levers to CL detent
NAV
THR CLB | A/THR

NAV
21

At THR RED Altitude, the PF set the thrust levers to CL detent At ACC Altitude, the managed target speed goes to Green Dot PNF retracts the flaps upon PF orders
OP CLB
22

NAV At ACC ALT: OP CLB engages, the A/C accelerates NAV
All THR LVRs set to CL detent A/THR activates NAV
At THR RED ALT: LVR CLB flashes NAV
ACC ALT
All THR LVRs pushed to TOGA
THR RED ALT
23
May 2011
Contents
1
Introduction
Conclusion
17th Flight Safety Conference
Rome, 21-24 March 2011
Spatial disorientation and go-around

Man has the ability to perceive orientation in 3-D space
based on his/her interpretation of the continuous input of signals from many sensory receptors 1) Eyes The brain compares visual inputs transmitted from the retina to the brains model of outside world 2) Pressure sensors in skin, muscles, joints - They are sensors for gravity
Page 25

3) Semicircular canals Are sensors of positive and negative accelerations They sense roll, pitch and yaw acceleration motion of the head They detect rotational acceleration They do not detect linear acceleration or constant angular velocity 4) Otolith (utricule & saccule) are sensors for linear acceleration and tilt
Page 26
Effect of acceleration on vestibular system
Sense hairs bent
Pilot sensation = pitching up

Page 27

There is a mismatch between different signals Balance & orientation is performed automatically and unconsciously Attention which includes vision, reasoning and decision making is
performed consciously Unconscious processing is faster than conscious processing it is why balance and orientation could be felt more quickly
People require conscious clues to make a distinction between linear

acceleration and pitch
Page 28
Spatial Disorientation and go-around

Pilot sensation Actual
Possible pilot reaction based on sensation
Pitch-up illusion Application of go-around power coupled to a slow/low selection of pitch gives rise to an unexpected acceleration leading to the sensation of pitch up This may lead to an inappropriate pitch down command
Page 29
External factors contributing to disorientation

Acceleration due to full thrust applied at low weight Combined angular and linear accelerations Night-ground/sky confusion IMC/VMC transition No external visual clues Visual illusions
Page 30
Potential speed exceedance

SPEED REFERENCE SYSTEM (SRS) pitch order ensures that the aircraft remains in the flight
envelope If the SRS pitch order is not followed:
- The aircraft will accelerate - There is NO speed protection - (as long as the A/THR is not active - blue)
Follow SPEED REFERENCE SYSTEM pitch order
May 2011
Contents
1
Introduction
Conclusion
Conclusion
The flight crew must be go-around minded and prepared The flight crew must anticipate the use / the need of the AUTOPILOT
:
Acquire the PITCH target Set maximum THRUST ANNOUNCE the decision then PERFORMANCE and NAVIGATION
33
Operational considerations
High acceleration in go-around Adherence to SOPs

Fly the go-around attitude (pitch and bank) Check flight parameters and make callouts Check and understand the FMA Follow the FD bars in manual flight
At go-around decision
If AP ON, keep it ON for go-around unless automatic control does not perform satisfactorily If in manual flight, continue flying manually, at least, until safe flight
path is established
PF / PNF duty transfer

Control take over I have control + priority P/B on FBW AC
Page 34
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.
Page 35

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17th Performance and Operations Conference

17th Performance and Operations Conference in Dubai

17th Performance and Operations Conference

Prepare the Go - Around

Flying the Go - Around

Effects on Go Around perception

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Prepare the Go-Around

Prepare the missed approach

Prepare the Go-Around

Prepare the missed approach

Set navaids, as required

Prepare the Go-Around

Prepare the missed approach

Prepare the Go-Around

Prepare the missed approach

Copy active, & revise the SEC F-PLN According to circumstances

Prepare the Go-Around

Prepare the missed approach Brief the missed approach

Prepare the Go-Around

17th Performance and Operations Conference

Prepare the Go - Around

Flying the Go - Around

Effects on Go Around perception

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Flying the Go-Around

Establishing a safe go-around flight path is of primary importance...

THR RED ALT

Flying the Go-Around

THR RED ALT

Flying the Go-Around

Flying the Go-Around

Flying the Go-Around

Flying the Go-Around

THR RED ALT

Flying the Go-Around

THR RED ALT

Flying the Go-Around

Flying the Go-Around

Flying the Go-Around

NAV DURING GO-AROUND

Flying the Go-Around

THR CLB | A/THR

Flying the Go-Around

Flying the Go-Around

All THR LVRs set to CL detent A/THR activates NAV

At THR RED ALT: LVR CLB flashes NAV

All THR LVRs pushed to TOGA

THR RED ALT

17th Performance and Operations Conference

Prepare the Go - Around

Flying the Go - Around

Effects on Go Around perception

AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Spatial disorientation and go-around

17th Flight Safety Conference

Rome, 21-24 March 2011

Spatial disorientation and go-around

17th Flight Safety Conference

Rome, 21-24 March 2011

Effect of acceleration on vestibular system