RNAV missed approach

Stone Cold said:
I honestly meant no disrespect in that reply. The fact you had to look to see company guidance says a lot. I understand things go missing in between training events, but if I posted a question calling out an instructor, I’d make sure I knew my job as far as SOP and callouts.

I really do mean no disrespect, but this is our job, to operate the machinery like our bosses say to.

Also, SOP is not technique. We have specific callouts for all your questions in this thread. Your SOP apparently is different.
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I don’t think it was an issue with callouts. It seems, to me at least, more of an issue with technique. In my old SOP it never told you WHEN to switch to white needles. Just had to be done before selecting NAV. So in his case it must be done before 1,000. It seems more like it was the instructors technique to do it earlier on in the process as opposed to you know, fly the plane, make sure you’re not out of whack, autopilot on, then switch to white, few hundred feet later press NAV.

Kind of like on a V1 cut. The profile in the SOP tells you to lift off at Vr. Well if you do that chances are you’ll drag a wing (because V1 and Vr were like 1 knot apart). I always left the plane on the ground, got it going straight, then lifted off. By the time I was in the air I was usually right around V2 already. Never got in trouble for it, but that wasn’t in the SOP. I can definitely lift off at Vr in what I fly now as V1 and Vr are separated by quite a bit and it’s already going straight by Vr.
 
B767 said:
I don’t think it was an issue with callouts. It seems, to me at least, more of an issue with technique. In my old SOP it never told you WHEN to switch to white needles. Just had to be done before selecting NAV. So in his case it must be done before 1,000. It seems more like it was the instructors technique to do it earlier on in the process as opposed to you know, fly the plane, make sure you’re not out of whack, autopilot on, then switch to white, few hundred feet later press NAV.

Kind of like on a V1 cut. The profile in the SOP tells you to lift off at Vr. Well if you do that chances are you’ll drag a wing (because V1 and Vr were like 1 knot apart). I always left the plane on the ground, got it going straight, then lifted off. By the time I was in the air I was usually right around V2 already. Never got in trouble for it, but that wasn’t in the SOP. I can definitely lift off at Vr in what I fly now as V1 and Vr are separated by quite a bit and it’s already going straight by Vr.
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So, to my point, you knew your SOP's and callouts. I asked what they were, and he had to look. If I were to come on here, and ask a question about an instructor, whether it be FSI, CAE, or others, if I'm expected to know the SOP and callouts, as we all are, then I would assume I know them before calling out an instructor. That was my main point, and I really didn't mean it like it sounded, but in the same respect, this is stuff we're paid to know...

As for my job currently, our callouts are: missed approach, set TOGA power, flaps 20, set up the missed. Before they will have a chance to set it up, it will be called out positive rate, gear up, hopefully then, missed approach altitude is verified, heading mode is selected, speed is verified, and then flaps up, select LNAV. I fly with some interesting individuals, though, so who knows what will happen. We have had our CP brief a "soft missed", which doesn't do all of that (no TOGA, just increase speed and altitude), so who knows. And, yes, he is the one that wrote the SOP.

As far as our official missed setup, it is verify missed approach altitude, heading mode (already set to runway heading), verify speed increase for flap retraction, verify NAV selected matches the missed (already verified, but okay), and select LNAV, ground spoilers off. There's history in the Gulfstream fleet for the GS check...

Also, to add, our SOP is 105 pages long, so yeah...it's all inclusive, and that's why I asked. Previous companies had similar callouts and procedures for going missed, though, so it wasn't out of the realm of possibility.
 
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@Stone Cold

I was not calling out an instructor. That is the point you seem to have entirely missed a couple of times over now. For the umpteenth time now - I was trying to understand the logic behind his way vs my way. If it wasn't patently obvious by now, AQP time coming up and guess who is going to be my instructor.

When you can get your brain past that, take a deep breath and relax...

You raised a valid point, I said to myself "Self, maybe you did miss where in the SOP it said to change the nav source", go and get my iPad, fire it up, open up comply, pull up POH, navigate to Profiles find single engine go around, peruse the 45 steps/callouts for PM and PF aaaaaaand nope, no phraseology for when nav source should be selected - the raggedy old memory chip still working fine after all these years after all

I'll continue to aviate, navigate and communicate in that order thanks. Amazingly, despite your posturing about professionalism on here I'm dual rated, passed all my checkrides, type ratings, line checks and AQPs with flying colors.
 
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This is My Screen Name said:
@Stone Cold

I was not calling out an instructor. That is the point you seem to have entirely missed a couple of times over now. For the umpteenth time now - I was trying to understand the logic behind his way vs my way. If it wasn't patently obvious by now, AQP time coming up and guess who is going to be my instructor.

When you can get your brain past that, take a deep breath and relax...

You raised a valid point, I said to myself "Self, maybe you did miss where in the SOP it said to change the nav source", go and get my iPad, fire it up, open up comply, pull up POH, navigate to Profiles find single engine go around, peruse the 45 steps/callouts for PM and PF aaaaaaand nope, no phraseology for when nav source should be selected - the raggedy old memory chip still working fine after all these years after all

I'll continue to aviate, navigate and communicate in that order thanks. Amazingly, despite your posturing about professionalism on here I'm dual rated, passed all my checkrides, type ratings, line checks and AQPs with flying colors.
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Good luck!
 
Box hauler said:
Bandit_Driver said:
So much easier on the bus.

Some of the RNAV's are stating the .3 required on the missed as well as TOGA TO NAV being required too.
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True. If it say GPS primary and high accuracy it's all good.
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Don’t forget to set 0.3 and perform the GPS avail setting +- 15 of ETA.

Also watch out for a bug. A very very low alt go around will not trigger toga to nav and you still have to push nav.


Sent from my iPhone using Tapatalk
 
Stone Cold said:
Also, SOP is not technique. We have specific callouts for all your questions in this thread. Your SOP apparently is different.
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We would certainly hope it would, anyway; this item, last I looked, is technedure at my employer, and as long as the desired track is achieved there's not much else that matters.
 
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