Speaking of go around

When dealing with go around, one has to be aware of the fact that there are two types of go around.
One is the unexpected one, like a non stabilized approach; the other one is the go around that we may expect due to weather phenomena like heavy rain, windshear, or LVP in the destination aerodrome.

If possible, when dealing with the expected one, it is much better to fly with the AP engaged. Maybe windshear will not be the best scenario for this, but LVP and rain would do fine with the AP engaged.

When the go around is unexpected you must follow the next steps in order to assure a better performance:

1. Order the Go around by its callout, and execute it: In Airbus it would be "Go around, flaps", (here the PNF should call the flaps set)
2. Read the FMA
3. With positive climb, "Gear up"
4. Manage NAV
5. Set A/P on ASAP
6. Communicate ATC
7. When clean, read after TO checklist

Although as instructors we may give importance to the final tasks in the go around flow, it is in the early stages of the go around where more mistakes are made, and they are by far, the most important ones.

Let's pay attention to this stages:

When executing this mental flow in your mind as PF,  I always pay attention to:

1. Reading the FMA after ordering the go around and then 
2. FOLLOW THE F/D BARS and try avoiding a nose-high situation or a nose-low situation, especially when manual hand flying the go around. and then 
3. Gear up.

When being a PM, you must pay attention at:

1. TOGA (check the PF has set TOGA thrust), then 
2. PITCH callout (in order to assist the PF with the change in attitude) if needed, and then
3. Positive climb for raising the gear.

I would like you to see again one of my previous videos about landing with a go around mind:

https://thelostaviator.blogspot.com.es/2013/06/landing-with-go-around-mind-even-below.html

Now I leave you with the mentioned article by Wayne Rosenkrans:

https://livingsafelywithhumanerror.com/2016/03/20/speaking-of-going-around/amp/

Mitigating risk of the go-around maneuver itself has to be factored into every decision, according to Dave Carbaugh, a captain and chief pilot, flight operations safety, Boeing Test and Evaluation. He sees the unstabilized approach as just one reason among many well-known scenarios for conducting the maneuver, and he wants all pilots to know key lessons learned from incidents and accidents associated with the decision to go around.

Problems in performing go-arounds essentially fall into two categories: nose-high situations and nose-low situations.

Keep on reading by clicking the link above