Descent Management Being Prepared for Go-Around(5)

. Initating the turn before the MAP or required turning point, and/or

. Thrust levers (throttle) mismanaged after leveling off, and/or

. Exceeding the go-around altitude target, and/or

. Exceeding the flaps speed limitations, and/or

. Etc.

The flight crew should use the FCOM and the FCTM as training materials. Addressing considerations about go-around during training program ensures that the flight crew is better prepared to recognize the need for go-around, and to perform a safe go-around.

IV Summary of Key Points Failure to recognize the need for and to execute a go-around and missed-approach when appropriate is a major cause of approach-and-landing accidents.
Therefore, the importance of being go-around-prepared and being go-around-minded must be emphasized.
If the criteria for a safe continuation of the approach are not met, the flight crew should be go-around-committed, should initiate a go-around and fly the published missed-approach.
Appropriate education and training should enhance the flight crew decision making and flying techniques to perform a safe go-around, in any situation.

V Associated Flight Operations Briefing Notes The following Briefing Notes should be reviewed to complement the above information:

. Flying a Manual Go-around

. Operating Philosophy

. Operations Golden Rules

. Standard Calls

. Conducting Effective Briefings

. Descent and Approach Profile Management

. Aircraft Energy Management during Approach

. Flying Stabilized Approaches

. Acquisition of Visual References

. Bounce Recovery

VI Regulatory References

. ICAO – Annex 6 – Operation of Aircraft, Part I – International Commercial Air Transport – Aeroplanes, Appendix 2. 5.16, 5.18, 5.19

. ICAO – Procedures for Air navigation Services – Aircraft Operations (PANS-OPS), Doc 8168), Volume I – Flight Procedures
　
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