At my place we are to brief the entire go around profile the first flight of each day. Missed approach procedures, every leg.
What's most interesting to me is how the multi-crew environment takes many relatively simple tasks and turns them into much more complicated ones.
Care to expand on the 'many'? I see it more as work load management to prevent task saturation.
In nearly two decades of flying pointy-nosed, single pilot jets, I can't think of a single task during a go-around that I would have even considered having to mentally review prior to an approach.
I hope you aren't falling into the trap that 'at XYZ airline we did it this way'....
Just because you think that way in a fighter jet, doesn't mean it is the right thinking in a transport category aircraft.
It was as simple as posted earlier; advance throttles, climb away from the ground, clean up, and execute the missed approach. All of the switch and control movements were mine alone to execute, and remembering what to do wasn't ever really a challenge. The toughest thing I had to do was remember to not accelerate out to 300 knots, but instead stay at 250 because I'd be staying in the radar pattern to eventually return to the field.
Ok....how does that pertain to the airplane you are flying now or will be in the future?
In the airline world, with two pilots and intentionally-divided duties, you have now taken a simple task and transplanted a CRM exercise right in the middle of it.
I hope you aren't serious with this. First, in the airline world the planes simply aren't designed to be flown single pilot. Secondly, CRM/TEM has made flying safer, not harder or more dangerous. You have someone backing you up, checking to make sure the tasks are being done so you don't forget something and something bad happens.
The simple control and switch movements now don't just require one person's brain to remember the correct order, but now it requires two people to both recall
appropriate callout verbiage in order to
share the control and switch movements. This takes a task that is very simple single-person and makes it 2-3 times more complicated. More complicated to the extent where in an actual challenging/time-critical situation, it is easier to simply default back to just doing it yourself (e.g. what
@jtrain609 posted).
From my understanding, the 'doing it yourself' mentality creates
HUGE problems for military fighter guys who go through airline training programs.
Furthermore, I vehemently disagree that doing it your self is simpler. Having another set of eyes and ears is critical when you are told to go around at 200 feet and tasks are needed to be done. Look at the accident rates of military fighter aircraft vs. military cargo aircraft vs. 121 Operations that are in a CRM/TEM environment. I am sure that those military cargo and 121 operations are much safer than you see form the military fighter community. Part of that reason is the CRM/TEM environment.
What I find interesting from a human factors perspective is that, in a high-mental-demand situation, speaking is the first mental task to fall off the cognitive capabilities plate. I saw this all the time when I was training guys to either fly or fight in the T-38; when they were working really, really hard to accomplish an "aviate" task, they didn't even have the mental capacity to speak, and sometimes when they did, it was nonsense that came out of their mouths. This is a human factors problem that the military fighter community goes to great lengths to combat, since verbal communication in a crucial information link between single-seat aircraft working together as a team. Lots and lots of time in spent both making the task itself rote (so as to free up the brain bytes for other tasks), as well as rehearsing the radio commentary phraseology to make it easier to use under stress.
It isn't a human factors mystery. Brief what you are going to say in regard to call outs helps prevent this freeze up.
To answer
@surreal1221, I'm a neophyte to the airline world, but I will brief the callouts and mechanics for a go-around whenever I am executing an actual instrument approach (and not just the west-coast visual-approach-backed-up-by-the-instrument-because-it-is-so-rarely-IMC-out-here approaches). Some Captains I've flown with have commented that other FOs don't include that as part of their approach briefing, and I'm not all together certain weather they are subtly telling me to stop doing it, or weather they appreciate the review.
If you come to my place you will brief the call outs the first leg of every day.
Doing what you are doing is good, although expect to do it more. Nothing wrong with that and it certainly doesn't add complexity, it makes it safer.
Tell the Captains that if they end up at my place, they will be doing it more than they are now...
