Definition

Flying safe go-arounds is a basic pilot skill. Professional flight crews practice them, with all engines operating and with an engine inoperative, at every recurrent simulator session. However, most simulator lesson plans require go-arounds flown from decision altitude or lower. Such go-arounds use the normal profile of the pilot flying (PF) calling for takeoff/go-around (TOGA) power and pressing the TOGA button on the thrust levers. On most modern transport aircraft, this causes the autothrottle/autothrust system (AT) to advance engine power to takeoff thrust.

However in some situations, especially when going around from 1,000 agl or above, advancing power to takeoff thrust may not be desirable, especially when the missed approach altitude is low. If an aircraft starts a go-around at 1,500 feet with takeoff thrust and the missed approach altitude is 2,000 feet, this presents a risk of an altitude bust.

One common scenario is when a tower controller realizes spacing between two arriving aircraft is too close. The controller directs one of the aircraft to go around before it has crossed the final approach fix. This situation calls for the "soft go-around" described below.

This article is intended to provide general guidance on soft go-arounds. Nothing herein replaces guidance from a company's aircraft-specific Standard Operating Procedures (SOPs) or other publications.

Description

Generally, maximum use of automation makes go-arounds, especially soft go-arounds, easier. The best technique for flying soft go-arounds may vary depending on aircraft type. But normally, an initial step is to press the ALTITUDE or ALT HOLD button on the guidance panel to stop the descent. (Terminology and acronyms for guidance panel functions will vary with aircraft type.)

Next, set the missed approach altitude in the altitude selector if this altitude has not already been set. (The tower controller may clear the aircraft to an altitude other than the published missed approach altitude.)

Then, select a climb mode. Depending on aircraft type and pilot preference, the climb mode could be a speed-on-elevator mode such as flight level change (FLCH). Or it could be a speed-on-thrust mode such as vertical speed (VS). 

Next, select a lateral navigation mode. Of course, if the controller has directed the aircraft to fly a specific heading, then the appropriate lateral mode will be heading mode (HDG). If the controller has not provided a heading, the crew should fly the published missed approach path. On most modern aircraft, selecting TO/GA will sequence the Flight Management System (FMS) to navigate to the missed approach holding fix. But if the PF has not pressed the TO/GA button, the FMS may have to be manually sequenced to fly the missed approach. This is normally done from the FMS flight plan page by selecting MISSED APPROACH with an FMS line select key. (FMS systems may vary.)

The next task is to reconfigure the aircraft. A common mistake involves retracting flaps without selecting a higher speed, presenting the risk of a stall. The startle factor often aggravates this error, particularly when crews are unexpectedly flying a nonstandard go-around. The PF should call for flap retraction while mindful of speed, and the pilot monitoring (PM) should be prepared to back up the PF on speed selection.

Depending on circumstances, the crew may elect to retract the landing gear as well, returning the aircraft to a clean configuration as usual in the standard go-around profile.

The callouts and cues for a soft go-around are usually different from a standard go-around. This can create confusion or miscommunication if the crew has not prepared for this situation. Simulator time permitting, it is a good idea to practice soft go-arounds in the sim to gain familiarity with the technique.