Go-around - my first sighting

A lot of operators do not allow touch and goes, due the
perceived risks. But they could do a stop and go.


--
Merry Christmas
Have a Safe and Happy New Year
Live Long and Prosper
Jim Macklin
"GS" wrote in message
...
| Jim Macklin wrote:
| It may have been a test flight, checking avionics,
| auto-pilot, etc. The crew may also have been in
training.
| Maybe they just needed a few more minutes to complete
some
| flight time experience requirement and a go-around was
| better than and would use less time than another flight
| cycle.
|
| I've heard of 737's 'in the pattern' at Castle AFB.
| On that runway, they can probably do a couple of Touch
| and goes on each pass.
|
| gerald

"lynn" wrote in message
$$$ NEVER is consideration in the Go-ARound equation. Any Captain that
uses the $$ as criteria for a Go-Around should not be flying/

Safety is first, BUT, if a captain does not consider efficiency, he won't
have a paycheck for very long. The smart captain spaces himself
appropriately so as to avoid go-arounds without upsetting ATC.

D.

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Capt.Doug wrote:
"lynn" wrote in message
$$$ NEVER is consideration in the Go-ARound equation. Any Captain that
uses the $$ as criteria for a Go-Around should not be flying/

Safety is first, BUT, if a captain does not consider efficiency, he won't
have a paycheck for very long. The smart captain spaces himself
appropriately so as to avoid go-arounds without upsetting ATC.

D.

It may not even be a spacing problem. Consider parallel
approaches to intersecting runways. If someone ends up with a long roll
out on the intersecting runway, the pilot will have to go around
altogether, even if he is #1 for the runway, without any traffc
previously landing in front of him. LAHSO might not be in effect. How
is this field in particular laid out?

BL.
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Jim Macklin wrote:
A lot of operators do not allow touch and goes, due the
perceived risks. But they could do a stop and go.

I can't imagine a jet doing this even at castle. I've
heard these were non-commercial 737's (private or other)

Gerald

A big issue is brake heat, you do need to give the binders
time to cool and the air flow while the gear is down and
locked after take-off and on final helps a lot.


--
James H. Macklin
ATP,CFI,A&P

"GS" wrote in message
et...
| Jim Macklin wrote:
| A lot of operators do not allow touch and goes, due the
| perceived risks. But they could do a stop and go.
|
| I can't imagine a jet doing this even at castle. I've
| heard these were non-commercial 737's (private or other)
|
| Gerald

Capt.Doug wrote:

Go-arounds, otherwise called balked landings, are standard training
curriculum. Once or twice a year we may have to perform one.


but surely not real-time in an aircraft, Doug? The twice-yearly routine
is in a simulator, I'm sure! And that's what simulators are there for
anyway, isn't it - to hone your aviation knowledge and skills in upset
and abnormal situations?

Ramapriya

"Ramapriya" wrote in message
oups.com...
I was admiring an Emirates A330 on finals earlier today. It appeared to
be on the proper glide path (guaging from the earlier string of
aircraft). A mile out or so, for some reason, TOGA! and the aircraft
went into quite a nose-up attitude and climbed away, aborting the
landing.

This go-around happened on a clear wintry morning with little or no
wind. Hope the Cap'n doesn't lose his job, unless there was some other
reason like runway incursion )

Have you guys ever missed an approach and had to hit TOGA? And does a
go-around make its way as a pilot's log book entry?

Probably directed to pull up and go around by ATC. I've seen it happen once
or twice when there was a problem on the ground or an aircraft approaching
with an emergency.

moo

Jim Macklin wrote:
A big issue is brake heat, you do need to give the binders
time to cool and the air flow while the gear is down and
locked after take-off and on final helps a lot.

you mean stopping a few hundred thousand pounds going 140 knots
in 6000 feet generates heat???? ;-)

Speaking of which, just read on the NTSB website that there
was yet another Cirrus that burned up from the brakes during
an extended taxi. There have been many of these. One of
these was in my flying club. The plane was squawked for
a dragging brake apparently MANY times and was signed off
every time. And they supposedly rebuilt it "good as new."
Hmmmm.....

Gerald

Ramapriya wrote:
but surely not real-time in an aircraft, Doug? The twice-yearly routine
is in a simulator, I'm sure! And that's what simulators are there for
anyway, isn't it - to hone your aviation knowledge and skills in upset
and abnormal situations?

The simulators are for dealing with the rapid decompression at FL410,
fire in the cargo hold, one engine out on a twin, flying an ILS
down to minimums. A go around is no big deal. Just make sure you
don't gain too much speed before the flaps are retracted.

I asked a friend who flies for UA about this while I was doing
my IFR. During IFR training, you often do multiple missed approaches.
Part 121 carriers (If I know correctly) aren't allowed to do
approaches unless the minimums are met so rarely do they go
missed due to the weather. But my friend said it isn't uncommon
to have go missed because of another a/c on the runway or
say at LAX when the radios for ATC failed. I think this was Socal
approach. For the a/c on the approach but not switched over
to tower, very well probably went missed due to waiting for
socal and then switching to tower too late. Man, I'd hate to
be flying around that basin IFR with the lost comms on Socal.
That must have been fun.

Gerald

But it might strain things.

Not unless it happens with an unusual frequency. Pride, more than
profit, will tend to minimize go-arounds.