Missed Approach B747 400 | B747 8

This Tutorial Briefing Covers Missed Approaches, Go-Arounds, and Rejected Landings at 50 feet. Emphasis is on the steps required to procedurally transition the jet from a landing attitude to a climb attitude to abort the landing attempt.

[@borsi99]

Fantastic video! Thank you very much for it👍🏼

[@subsonicflighttraining]

My pleasure!

[@alippay2]

Thanks for very informative and resourceful videos. All briefings are so good!

[@subsonicflighttraining]

My pleasure alippay...

[@mi-789]

Another awesome very informative video! Thanks a million! Keep them coming please.

[@subsonicflighttraining]

Glad you are enjoying them m i...

[@emoshel1]

And again another helpful and knowledgeable video, thank you so much sir for all the videos and time you devote to all aviation enthusiasts.

[@subsonicflighttraining]

My pleasure Eyal...

[@spintheglobestudio9413]

Thank you, this tutorial is very useful and also for X plane

[@subsonicflighttraining]

You are welcome, my pleasure...

[@proudbirther1998]

Great Video!

[@subsonicflighttraining]

Thanks ProudBirther

[@Optimus-Prime-Rib]

Once power and pitch are set & through 1000’AAL, can you go V/S and climb at a sensible rate, like 1500fpm so its not a rush?

[@subsonicflighttraining]

You can, but it is not procedure to do so by any operator that flies 747's or Boeing procedure. Remember when you push TO/GA, you command a 2000 fpm climb rate, if you need more, you could push TO/GA again to remove the climb derate and command full GA Thrust. At your acceleration height, you would select VNAV or FLCH and accelerate for flap retraction...If it helps you slow things down, you can try it. It is just a non-standard procedure to do so. But, no one is regulating you as a flight simmer : )

[@user-oy2bz5wm2b]

Al, the TOGA button is just to the left of the A/T ARM on the MCP, correct? Or are you hitting it on the throttles itself?

[@subsonicflighttraining]

The TOGA thumb switches are on the aft side of Thrust Levers 1 and 4. On some jets, like the 757, you have an EPR Pushbutton, which sets takeoff thrust via the A/T system, but on the 747 takeoff thrust is via the thrust levers...

[@mishmish1968]

Thanks so much for the new video , i wish we have a daily video ,😊 just a wish , very informative video , keep it going.

[@subsonicflighttraining]

I wish I could make them daily, but they take some producing work unfortunately...

[@mishmish1968]

@@subsonicflighttraining Yes i really know and i do appreciate the hard work from preparing, making and editing, whatever you gonna do it's appreciated , we always are awaited for the upcoming.

[@subsonicflighttraining]

@@mishmish1968Thanks mishmish, I do enjoy the process of bringing it together, I don't focus on it being close to perfect, otherwise I would never put anything out...

[@mishmish1968]

@@subsonicflighttraining Thanks it's a fantastic work as its and we or i should say i am very happy and satisfied with that, just whenever you have the the chance to make them , we are waiting the notification bell .💗

[@markcardwell]

Hi Captain where you been? Question- Say you are just above the runway landing and it’s windy and you just can’t get the mains down at the touchdown zone, just how far down the runway can you try before you go around?

[@subsonicflighttraining]

Generally, if you have excess speed and you mis-judge the flare and flare high, this could result in sailing out of the touchdown zone. It can be hard to tell how much runway is ahead of you and how much distance you are eating up as seconds pass. Combine that with water from rain or slippery runway conditions, and the combination can be inadequate braking to stop the jet in the remaining runway distance. That’s why if it is not a stabilized approach or a normal landing from a stabilized approach, get out of there and try it again if safe conditions warrant trying another approach and landing.

[@subsonicflighttraining]

I am planning more of a presence in 2022 with free videos and 5 levels of Patreon membership…

[@markcardwell]

Hey Capt, on a missed approach, after toga and 15 degree pitch up initially and transition to flight director. How does the flight director know where to go with no lnav yet? Also im assuming we're still below 400. Its not flc and speed intervention cause they don't work below 400 right?

[@subsonicflighttraining]

On a missed approach when still in TO/GA, the jet will maintain the ground track that exists with the push of TO/GA, pitch will control Airspeed. In the 400, this changes when the pilot selects LNAV above 400 feet and VNAV or FLCH at 1000 feet. In the -8, Auto LNAV occurs at 400 feet automatically.

[@californiadreamin8423]

@@subsonicflighttraining Hello from across the pond. It’s 7 years since I retired and I’m pleasantly surprised how quickly it’s all coming back after completing putting my former life behind me. I retired on the A320, but prior to that I flew the 737-400 and -700, and the Fk100. I’m appalled to read about the 767 fatal crash near Huston in 2019 , and having had a quick look at the NTSB reports, I’ve come here to look at the FMA displays when go around is activated, just to refresh my memory. Certainly calling out FMA changes was drilled into us in the 2 companies I flew for, going back 25 years when I converted onto the Fk100. I’ve always believed that flight deck do not have a death wish, and note that virtually no mention is made in the report regarding FMA calls, and the very clear FMA indications of a G/A, supported by the flight director commands, shown on your video, I find this tragedy very bizarre…..especially with the autopilot engaged. Have I missed something ? If I have, then a heads up would be appreciated.

[@subsonicflighttraining]

@@californiadreamin8423 Greetings from this side of the pond. Yes, this was a case of an FO plagued with training and checking issues at other airlines that managed to work his way past Atlas training. They had some weather and turbulence they encountered at 6000 feet with partial flaps extended, so they were armed in the GA mode. Hitting some turbulence, he went for the Thrust Levers and inadvertently pushed the backside and pushed the GA Switch. Jet pitched up, he panicked, pushed down hard thinking he was entering a stall. Where was the Captain during all this? I can tell you in that situation, when that jet pitched up, most Captains would have said loudly "I have control", disengaged the A/P and A/T and returned to level flight and speed as necessary, and then figured out what happened after alerting ATC and returning to a cleared altitude. That is what is so bizarre, why didn't this Captain do that? I have no idea, I can tell you some heads rolled at Atlas Training because of this unfortunate, tragic accident...

[@californiadreamin8423]

@@subsonicflighttraining Thanks for getting back to me so quickly. I’m appalled that ….on the face of it….the Captain did not intervene. I recall many years ago asking one Training Captain during my command line training on the DC9, when to take control from the F/O, and his response was simple “….when he is getting you into a situation you can’t get out of “ !! Although I was never a trainer, over the years I did my best to bring inexperienced F/O’s on, being careful not to give them legs which might be too much for them , getting them relaxed……you’ve finished your training now so enjoy the flight…..friendly chat/guidance so that they gave of their best irrespective of PF or PNF. Watching them carefully but discreetly. I confess I’m unsettled by this accident, but I’m pleasantly surprised at enjoying your training videos so much.

[@mjmqubesi]

Lnav engages at 50 RA..why didn't engage first ga? Is it an inacuraccy of pmdg? Or it happens in reality?

[@subsonicflighttraining]

It only automatically engages at 50 feet if you are in the FD mode, no autopilot and in the 747-8 only. In the 747-400, unless you have that feature which most 400's do not, LNAV only engages above 400 feet RA and you have to do it manually, no automatic function...

[@mjmqubesi]

@@subsonicflighttraining I mean first GA ( 23:05), u tried to engage LNAV at more than 400 f RA, why it didn't engage? Yesterday I tried to know about Greek airlines & found that AEGEAN is the national carrier, which totally depends on short range airplanes, why do you think Greece could not build an integrated national carrier like most counties did? Is it economy? Wt i know is that Greece is the land of a great history, scientists, Philosopher, thinkers & scholars... With attractive nature...etc. I import food stuff from around the world. Lately, i decided to focus on Greek brands & i got agreement with 2 Greek companiesn( Jotis: which got many innovations & tastes awards & is similar to General Mills in the US but with much better quality). & Zero candies. The motive for me to focus on Greek companies is just to support thier economy since we (Jordanians & Lebanese) feel that Greeks have almost the same nature, food culture..etc.

[@subsonicflighttraining]

@@mjmqubesi Yes, that was a problem within the PMDG simulator, it should have engaged because we were above 400RA and within 2.5 miles of the LNAV course, so I had to use HDG SEL to turn and it did finally capture when I turned. I don't know the answer to why the Greeks don't have a more international airline like they did with Olympic, I would bet economy has a lot to do with it, the government can't afford it. I worked with a lot of ex-Olympic pilots when I went to Greece in the mid 90's to train 757 pilots with Venus Airlines. They did not make it, went out of business in less than 5 years. But, as an American Greek, I loved being in my Homeland Ancestry where my grandparents came from for the first time. It was a lot of fun. I actually liked the food in Italy (Alghero, Sardinia) better than Greece. Yes, Jordanians/Lebanese I do find are very similar to Greeks in a lot of ways as you said with culture, food, dance, nature, etc.

[@mjmqubesi]

@@subsonicflighttraining "Unless you have that feature"...SORRY, Didn't notice this sentence..

[@IvanEng747]

This is X plane?

[@subsonicflighttraining]

No Ivan, this is PMDG 747-400 and 747-8...