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Note:  If go-around is selected after the flaps have been retracted from the landing configuration, the autopilot will not engage into the go-around mode.
If runway contact is made during an autopilot go-around, the autopilot will remain engaged. The autopilot will disengage if the go-around mode is selected after runway contact is made.
Autopilot will roll the airplane to wings level and rotate it to a pitch attitude to maintain go-around reference speed (maximum pitch attitude is 20° airplane nose up). The airplane will maintain the heading existing when roll attitude is less than 3°.
The Fast / Slow indicator on each ADI will provide guidance to go-around speed (which equals approximately 1.3 VS = 5 knots for landing flaps).
If an immediate climbing turn is required:
HDG Select Knob..............................................................................PULL

Momentarily pull out HDG select knob to engage heading select mode. Verify bank angle limit is set at 15°. Rotate HDG select knob until desired heading is displayed in HDG Readout. FMA’s will display EPR GA / / HDG SEL / GO RND.
Note:  Autopilot will disconnect if heading select is engaged during a single engine go-around.
(Continued)
For all contingencies:
ALT Set Knob...................................................................................PULL

Momentarily pull out of the ALT SET knob to arm the FGS for missed
approach altitude capture. Arm mode will display ALT.
Pitch Control Wheel ...................................................................ROTATE

Rotate pitch control wheel as required to accelerate at 1,000 ft. AGL.
Pitch mode changes to VERT SPD.
CL Mode Button ...............................................................................PUSH

Push CL mode button. EPR limit for climb thrust will be displayed in the EPR LIM Readout and EPR reference bug on EPR gage will be automatically positioned. Autothrottle mode changes from EPR GA to EPR
CL.
SPD / MACH Readout .........................................................................SET

Rotate SPD / MACH select knob until desired speed appears in SPD /
MACH Readout.
Continental
Rev. 12/01/00 #29 Flight Manual
PERFORMANCE MANAGEMENT SYSTEM (If Installed)
The Performance Management System (PMS) operates as a fully integrated selectable mode of the Digital Flight Guidance System (DFGS). The PMS consists of a PMS Computer Unit (PCU), a PMS Control Display Unit (CDU), and PMS advisory lights. The PCU provides information to the CDU for message and data displays and to the DFGS for flight path control. The PCU is programmed to compute a cost efficient flight profile (considering fuel and time costs, airplane performance, and manual inputs). The computer program contains airplane performance characteristics (i.e., speed envelope, lift, drag), engine limits, and airplane maximum and minimum speeds (including flap placard speeds) for all flight modes. An automatic longitudinal speed restriction of 250 knots for all altitudes below 10,000 feet is also included in the computer program and can be manually overridden using the CDU. Based on programmed limits, the PCU provides automatic protection against engine overboost, airplane overspeed, and underspeed.
The PMS optimizes the entire flight profile by making continuous profile changes using current data while considering the remaining flight as new data is entered. Flight parameters and other functional data on such as distance, and fuel remaining are derived from continuous and automatic inputs from other systems and from manually inputted data and are presented as an advisory display. PMS advisory lights indicate that a message is being displayed on the CDU or that a vertical leg change is imminent.
Data input reasonableness tests are included in the computer program. The reasonableness test applied to input data include comparison of entered Gross Weight (GWT) to airplane maximum and minimum limits; comparison of entered fuel to maximum limit and GWT minus (-) zero fuel weight; comparison of computed Bottom of Descent (BOD) GWT and maximum GWT for landing; and computed BOD fuel weight less than 5000 pounds. Failure of these reasonableness tests will cause messages to appear in the CDU where they will remain until a new entry has been made or the message cleared.
The PMS is integrated with the FGS to provide automatic control of pitch attitude and thrust during climb, cruise, and descent flight modes. The climb mode can be operated in an optimum submode (for minimum operating cost), in maximum submode (for maximum climb angle), or in a non-optimum submode (for selecting manually a climb speed and/or rate of climb). The cruise mode can be operated in an optimum mode (for minimum operating cost), in a non-optimum submode (for selecting manually cruise speed), or in a holding/maximum endurance submode (for maintaining the maximum endurance speed for airplane configuration). The descent mode can be operated in an optimum submode (throttles idle for minimum operating cost) or in non-optimum submode (for selecting manually a rate of descent and/or airspeed).
　
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