Missed Approach.....what do you do first...

Not sure what the pro's do in a 747, but for me in my A319, first thing I do is gear up, flaps up, then get power up over 200 to the first flap speed, which is 210, then climb to ATC designated altitude and get to the proper vector... without speed ya can't climb. I do it all on manual since by that time I would have been on manual to touchdown. As soon as power is set and altitude dialed in, I switch auto back on.

I dunno if that is exact procedure, but at least I am not falling out the sky.

At the point you're executing a missed approach, you'll be low, slow and dirty i.e. low altitude, slow airspeed and full flaps with extended gear.

As soon as the approach is unstable / you're told to go around or at any point a go around must be executed you should do the following:

1) Take off / Go around thrust (TOGA)
2) This will arrest the descent and initiate positive rate of climb (ROC).
3) Gear up as soon as positive ROC is established.
4) Climb on runway heading ( or according to the missed approach procedure) reducing flap setting as your speed passes the increments for that flap setting.
5) Navigate the missed approach profile.

You'll find the missed approach procedure on the approach plate you are using.

I suggest you do all of that with AP off. It's far easier to press 'Z' to disenage the AP and do it yourself.

99jolegg wrote:

At the point you're executing a missed approach, you'll be low, slow and dirty i.e. low altitude, slow airspeed and full flaps with extended gear.

As soon as the approach is unstable / you're told to go around or at any point a go around must be executed you should do the following:

1) Take off / Go around thrust (TOGA)
2) This will arrest the descent and initiate positive rate of climb (ROC).
3) Gear up as soon as positive ROC is established.
4) Climb on runway heading ( or according to the missed approach procedure) reducing flap setting as your speed passes the increments for that flap setting.
5) Navigate the missed approach profile.

You'll find the missed approach procedure on the approach plate you are using.

I suggest you do all of that with AP off. It's far easier to press 'Z' to disenage the AP and do it yourself.

Thanks guys! I meant Localizer!! rather than ILS beam though!

But I see that the general idea is to increase the speed first before climbing! An making sure the airplane is in a suitable condition regarding pressing the TOGA, flap settings, gear up.. etc....

(An dis-engaging the auto-pilot is a good idea probably)

I suppose I probably panicked at having a "missed approach" an just foolishly asked the airplane to climb while not flying fast enough and with to much drag. Truly a pilot error situation! lucky its just a simulator! lol.

[edit: Surprisngly though was quite "scary" when the nose started pitching up, was out of my control and the stall light and warning sounded]

What does the localiser have to do with a missed approach? Do you mean you are missing the ILS interception? At what altitude are you going around.

99jolegg wrote:

What does the localiser have to do with a missed approach? Do you mean you are missing the ILS interception? At what altitude are you going around.

yes thats the one! was trying to do a "coupled approach" pressed the APP but failed to lock, so did the "missed approach" option on ATC.

(Normally dont have any problems but it didnt lock that time)

Was then told to climb an maintain a higher altitiude than the intercept height I was flying at. Thats when the problems started.

I was at 2,000 ish and at around 170 Kts (ish).

A recovery into a go around at 2000ft is more simple as you can afford to lose a couple of hundred feet or so. A go around at decision height (200ft) is slightly more tricky. However, if you apply full power and get a positive rate of climb, you can't go wrong.

99jolegg wrote:

A recovery into a go around at 2000ft is more simple as you can afford to lose a couple of hundred feet or so. A go around at decision height (200ft) is slightly more tricky. However, if you apply full power and get a positive rate of climb, you can't go wrong.

Thanks for the pointers!!!! Very obvious solution now that I know! 🙂

Must just have not been thinking, and caught out by the response time of the autothrottle to the speed dropping off, because of the climb.

An of course it worsens rapidly because as the speed drops, the nose drops, causing the A/P to make the nose raise even more, slowing the speed more.... etc....

The first step on the go around procedure for the 737 is disengage the autopilot. Step two is add go around thrust and simulateously rotate to approx 15 degrees nose high. Next raise flaps to 15 and finally when safely climbing away, raise the landing gear.

In the DC-10, we could keep the autopilot and auto throttles engaged but the key was to engage to TOGA (takeoff/go around) system by depressing the TOGA button on the throttles.