ctab5060X
Well-Known Member
At my shop, we only brief the callouts for CAT II and III approaches.
@typhoonpilot is spot on with his commentary:
To further expand this line of discussion, it also should be stated that in the simulator environment, we all know the go-around is coming at some point. We are primed and ready to push the TOGA button and recite our callouts. However, in the real world, how primed are we for a go-around on every approach. On approaches where the weather is close to minimums, probably so. But what about beautiful VMC days? Are we mentally ready for the unexpected go-around? How many of us guard the TOGA and Autopilot Disconnect buttons below 1000 AFE. It's SOP at my airline, but I see a fair amount of non-compliance...
Regarding go-arounds from above 1000 AFE, another reason they seem to get screwed up is perhaps we as a group aren't mentally prepared for a go-around from a non-minimums altitude. We do train "soft" go-arounds above 1000 AFE in the sim, but not near to the extent of go-arounds from minimums. I think it is something that should possibly get a little more emphasis as the soft go-around from above 1000 AFE is a very, very simple maneuver in my fleet.
Back to the original topic, I rarely brief the go-around callouts. That being said, after reading the first post and the subsequent comments, I am taking a very hard look at trying to include the callouts in my briefings. After seeing a couple of ugly go-arounds from the PM seat, where the main thing missing were the PF callouts, briefing them at least once per crew pairing or once per leg doesn't seem like a bad idea.
@typhoonpilot is spot on with his commentary:
Where go-arounds tend to go wrong is when they are not from minimums. A go-around from 1000 feet or 2000 feet AFE tends to get screwed up pretty easily based on my observations. The reason being is in the simulator, as BobD stated, we do a fair amount of low level go-around so the muscle memory and verbal calls tends to be pretty well ingrained. We don't tend to practice go-arounds from 1000 feet AFE though.
To further expand this line of discussion, it also should be stated that in the simulator environment, we all know the go-around is coming at some point. We are primed and ready to push the TOGA button and recite our callouts. However, in the real world, how primed are we for a go-around on every approach. On approaches where the weather is close to minimums, probably so. But what about beautiful VMC days? Are we mentally ready for the unexpected go-around? How many of us guard the TOGA and Autopilot Disconnect buttons below 1000 AFE. It's SOP at my airline, but I see a fair amount of non-compliance...
Regarding go-arounds from above 1000 AFE, another reason they seem to get screwed up is perhaps we as a group aren't mentally prepared for a go-around from a non-minimums altitude. We do train "soft" go-arounds above 1000 AFE in the sim, but not near to the extent of go-arounds from minimums. I think it is something that should possibly get a little more emphasis as the soft go-around from above 1000 AFE is a very, very simple maneuver in my fleet.
Back to the original topic, I rarely brief the go-around callouts. That being said, after reading the first post and the subsequent comments, I am taking a very hard look at trying to include the callouts in my briefings. After seeing a couple of ugly go-arounds from the PM seat, where the main thing missing were the PF callouts, briefing them at least once per crew pairing or once per leg doesn't seem like a bad idea.