GO-AROUND: ESTABLISH THE NEW PATH BEFORE THE NEW PLAN
Announce the go-around, apply the normal TOGA request and establish the required path and configuration change. Confirm thrust and guidance on the FMA, verify positive climb before gear retraction and follow the applicable missed-approach routing and altitude. Fly the response being achieved while carrying out the sequence. [62, PDF p. 2] [62, PDF pp. 3-4]
Reduce thrust and accelerate at the appropriate stages and retract configuration on the required schedule. Advise ATC when able and remain with the cleared or published path. Establish the climb before adding avoidable keyboard work or a new routing proposal. [13, PDF pp. 197-200]
Once established, reassess fuel, weather and the next approach or alternate. Inspect the secondary plan before using it. A practised go-around makes the earlier landing decision easier because its flight path, configuration and subsequent planning are already familiar tasks. [62, PDF pp. 5-6,9-10]
IN PRACTICE: Fly a go-around that was prepared before final
Before you begin: The landing is being discontinued using the normal go-around method, with a landing/high-lift configuration selected and the missed-approach plan already briefed.
1. Initiate the manoeuvre as one clear decision
Action. Announce the go-around, set the thrust levers to TOGA and establish the required climb attitude using the SRS guidance.
Check. The go-around phase is triggered, thrust is increasing and the aircraft is being directed away from the landing path. [14, PDF pp. 1155-1158] [13, PDF pp. 197-200]
2. Reduce the landing drag by one step
Action. Select one flap-lever step towards retraction as required by the normal go-around procedure, while continuing the thrust and attitude scan.
Check. The initial go-around configuration is established without removing the high-lift support needed for the initial climb. [14, PDF pp. 1155-1158]
3. Read the go-around modes
Action. Confirm the thrust and SRS indications and the active lateral mode on the FMA. Check the actual track and the missed-approach route becoming active in the flight plan.
Check. The guidance and route have entered the go-around sequence. A thrust increase alone has not been taken as proof of correct route sequencing. [13, PDF pp. 197-200] [14, PDF pp. 1155-1158]
4. Retract the gear after positive climb
Action. Confirm a positive rate of climb, select the gear UP and monitor the completed gear response.
Check. The aircraft is climbing with the landing gear retracting normally. [14, PDF pp. 1155-1158]
5. Apply the cleared missed-approach path
Action. Use NAV or the cleared heading at the appropriate stage and check the resulting FMA/track. Maintain the cleared missed-approach altitude in the FCU.
Check. The aircraft follows the published or specifically cleared missed approach, with a known altitude limit. [14, PDF pp. 1155-1158] [13, PDF pp. 197-200]
6. Reduce thrust and accelerate at the entered points
Action. At LVR CLB, return the levers to CL. At the go-around acceleration stage, follow the increased target speed and retract the remaining high-lift configuration using the indicated F/S schedule.
Check. The aircraft transitions from initial go-around to a clean climb without prematurely retracting or leaving TOGA selected unnecessarily. [14, PDF pp. 1155-1158] [13, PDF pp. 197-200]
7. Make the next plan when the aircraft is settled
Action. Once the climb and route are stable, complete the normal after-takeoff/go-around checks, advise ATC as needed, and prepare either another approach or the diversion.
Check. The crew has returned to a manageable level of work and the FMS phase, route and intended next approach agree. [13, PDF pp. 197-200] [14, PDF pp. 1155-1158]
Complete when: The aircraft is established on the cleared missed-approach path and altitude plan, with a deliberate decision about the next approach or diversion.