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Go Around

This document provides guidance on go around procedures for the Airbus A300-600. It outlines key points such as making a timely decision to go around and announcing actions like "GOING AROUND, FLAPS 20, GEAR UP". The pilot flying must activate the go lever for go around thrust and autopilot go around mode while the pilot not flying checks callouts. Proper pitch control and trim are important to avoid exceeding a 18 degree pitch attitude. Common errors like stopping thrust too soon or forgetting steps are also discussed.

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Punthep Punnotok
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170 views2 pages

Go Around

This document provides guidance on go around procedures for the Airbus A300-600. It outlines key points such as making a timely decision to go around and announcing actions like "GOING AROUND, FLAPS 20, GEAR UP". The pilot flying must activate the go lever for go around thrust and autopilot go around mode while the pilot not flying checks callouts. Proper pitch control and trim are important to avoid exceeding a 18 degree pitch attitude. Common errors like stopping thrust too soon or forgetting steps are also discussed.

Uploaded by

Punthep Punnotok
Copyright
© Attribution Non-Commercial (BY-NC)
We take content rights seriously. If you suspect this is your content, claim it here.
Available Formats
Download as PDF, TXT or read online on Scribd
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file:///Users/Punn/Desktop/A300-600/ข้อมูลAB6จากกั๋ม/AB6 E-Documents/AB6 e Learning Document/AB...

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AB6 TYPE RATING TRAINING GUIDE

APPENDIX 9: GO AROUND
Index
Study Go Around procedure in AOM 3.3/8.
The key points are;
- Make a timely decision to go around.
- Make a correct announcement and actions. (GOING AROUND, FLAPS 20, GEAR UP)
- PF must trig GO LEVER to obtain GA thrust and AP/FD GA mode. PNF checks and calls | THR | GO AROUND | on FMA to confirm.
- Check positive rate of climb before ordering and selecting gear up.
- At low weight V 20 may be close to V but at high weight V 20 may be lower than V for approx 5-10 kt and may be below V . However if PF
2 A 2 A LS
decides to accelerate to V 20 it should be made only after aircraft established a good rate of climb and gained some altitude to be cleared of obstacle.
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- Be prepared to counteract strong pitch up moment when thrust increasing, especially at low aircraft gross weight with aft CG.
- Do not let aircraft pitch attitude exceed 18° NU.
- In manual go around stabilizer trim should be immediately adjusted towards nose down to counteract the strong pitch up moment.
- Be aware of pitch trim levers dropped off. If electric trim does not response, use manual trim.
- Select “LVL/CH, CLB THRUST” at 1000 ft.
- If pitch attitude is abnormally high with control column fully forward, reducing of engine thrust will reduce pitch up moment and may bring the aircraft
pitch down to normal attitude.
Common errors:
- Stopping thrust application at partial thrust.
- Forgetting to trig GO LEVER.
- Too slow rotation up to the FD pitch bar.
- Slow counteracting of pitch up moment and late trimming of stabilizer towards nose down resulting in high pitch attitude exceed 18° NU.
- Wrong sequence, e.g. gear before flap 20°
- Too big altitude loss (more than 30 feet)
- Forgetting “Gear up” or ordering “Gear up” in descent at low altitude.
- Forgetting “LVL/CH, CLB THRUST” at 1000 ft.
- Forgetting After Go Around Checklist.

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Index

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