.  
Monitoring thrust;

.  
SOP actions and normal checklists;

Flying a Manual Go-around
Page 1

AIRBUS INDUSTRIE
 Flight Operations Support
.  
Actions on FCU or FMS CDU, when in manual flight; and,

.  
Abnormal or emergency checklists (ECAM actions and/or QRH procedures ).

Understanding the flight dynamics of the go- around:
Note :
The following overview and discussion mainly apply to conventional aircraft models. Nevertheless, the basic principles of flight and pitching effects need to be understood by pilots operating aircraft models with fly-by-wire controls and protections.
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.
These effects are amplified:
.  
At low gross-weight, low altitude and low outside air temperature (hence, at high thrust-to-weight ratio); and/or,

.  
With all-engines-operative, as compared to a one-engine-inoperative go-around.

When initiating a go-around at DA(H), the PF is expected to minimize the altitude loss.
Therefore, the PF must simultaneously apply a nose up pitch command on the control column (side stick) and trigger the go-around levers (set TOGA):
.  
This first (nose up) elevator input initiates a pitch attitude change that minimizes the altitude loss;

.  
Within a few seconds, the thrust increase creates an additional nose up effect (because of the pitching effect of underwing-mounted engines);

.  
Retracting one step of flaps also results in a slight nose up pitching effect.

Getting to Grips with Approach-and-Landing Accidents Reduction
As a result of these three nose up effects:
.  
The pitch attitude and pitch rate increase; and,

.  
The nose up pitch-force required to maintain the target pitch attitude, decreases until a nose down pitch force is required to prevent from reaching an excessive pitch attitude.

To maintain the desired pitch attitude target (and prevent exceeding this target), the PF must therefore:

.  
Release the backward (nose up) input on the control column (side stick);

.  
Apply progressively an increasing forward (nose down) input on the control column (side stick), as the thrust increases; and,

.  
Re-trim the aircraft (nose down), as necessary. (on conventional aircraft models only).

The PF should simp ly 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.
Flying a manual go-around maneuver:
To conduct a safe go-around, the flight crew should prioritize the elements of the following 3-Ps rule:
.  Pitch :
-set and maintain the target pitch attitude;
.  
Power : -set and check the go-around thrust; and,

.  
Performance :

- check the aircraft performance: positive rate of climb, speed at or above V APP, speed brakes retracted, radio-altimeter and baro-altimeter indications increasing, wings level, no roll rate, gear up, flaps as required.
Flying a Manual Go-around
Page 2

AIRBUS INDUSTRIE Getting to Grips with
 Flight Operations Support       Approach-and-Landing Accidents Reduction

The operational recommendations and task sharing for the safe conduct of a manual go-around can be expanded as follows:
For the PF :
.  When calling “ Go-around / Flaps “, without delay :
　
中國航空網 m.k6050.com
航空翻譯 www.aviation.cn
本文鏈接地址：Getting to Grips with Approach-and-Landing Accidents Reducti(117)