JohnBurke

Was what me?

METO Guido

What's a propeller chain

Pilot error. Resulting in a single pilot gear up accident. The thread caption concerns yelling (loss of composure) triggered by a fumbled GA. Screaming PICs are alone.

Beyond training, GA’s are unanticipated most of the time, agree? Simplicity shines when things don’t go as planned. Fly the airplane. Callout, to ME, what you need. I’ll handle it. In addition to any other routine PM duties. I.e. com with the world outside. Duck soup. Same, same.

JohnBurke

A go-around/missed approach should be anticipated 100% of the time, just as a rejeced takeoff is anticipated and briefed 100% of the time.

Does anyone not brief a missed approach as part of the approach briefing? If someone has a standard practice that doesn't include briefing the missed, I've never seen it.

The go-around is always anticipated.

Reactivity

The expected heading or route and initial altitude are surely part of the approach brief, but the actual "In the event of a go-around, set go-around thrust, flaps 20, positive rate, gear up, heading select at 400 feet..." is not necessarily part of it. And even if it is, the actual doing of the thing is quite often different than the saying of it, especially for those to whom it is new or whose skills are on the weak side. That is the part of the go-around that seems to have been the issue for the subject crew.

METO Guido

Unless you exist in the real world. A world of unknowns and surprises. How many approaches go missed in 30 years of line flying? Nowhere near one in a hundred. Doesn’t matter. Even if you wake up like Hunter after a hard favela night, GA calls revert to primacy and roll off your tongue like rain down sugarloaf. That and muscle memory, the life vest of experience.

Which isn’t to say GAs aren’t always possible or that anticipation/rehearsal isn’t useful. For example, not hard to expect JB might comment as he has. Again.

JohnBurke

Much like a rejected takeoff and any other recall/memory item, these must be reviewed regularly. Certainly there are many who can't fly their way out of a wet paper bag and won't lift a finger to study or prepare themselves, but surely such sloths are not the norm and fail at basic airmanship. There's no excuse for failure to prepare.

I would never get in an airplane with a parachute on my back without having done a full pin check and having reviewed normal and emergency procedures, and one can bet I rehearse them on the ride to altitude, every bit that I review the go-around procedure when studying the approach and arrival, in preparation for briefing both.

Think about it as such: if one is flying an engine-out approach, certainl one briefs and disucsses the mechanics of executing a single-engine missed, rather than merely glossing over heading, altitude, and nav functions. A different flap setting, and a different procedure is forthcoming, and if one has requested, perhaps alternate missed instructions too, to accomodate the engine-out. There is no valid reason why the same attention to detail cannot be applied to a missed with all engines operating, and to suggest that a missed approach comes as a surprise is both revealing of the speaker, and the signature of a sloppy degree of airmanship.

One should never be shocked by a rejected takeoff, or a rejeced landing, because one ought to expect it every time.That's something taught to every student pilot.

METO Guido

Self righteous horse poop. When executing an approach to landing the focus is on touchdown standards, high score obviously. The point where that must be abandoned cannot be determined with clairvoyance by non JB rigorous perception. We don’t brief, where exactly, the flaps go to 1. Runs counter to the purpose..BRIEF.

Joachim

I agree with JB that go arounds should mentally rehearsed and armed for every approach. I say that knowing that I’m probably no better than the average pilot on here.

Additionally, “Yelling” in the cockpit is warranted to draw rapid attention to an urgent and time critical issue or to overcome ambient noise.

Yelling in the cockpit is never warranted to express frustration.

In this case, the pilot yelling on frequency demonstrated SA and CRM shortcomings.

METO Guido

Have no objections to rehearsing internally. Done it often. Please spare me the entire litany attached to each briefing. We’ll never get done with everything the syllabus requires in sim time available. Briefer the brief, the more I’ll retain.

SonicFlyer

I think this is an important distinction and could use a slight bit more nuance. Getting someone's attention, conveying urgency, and using a "command voice" can absolutley be appropriate in a very rare immediate and dire situation. Short of that, it's not really appropriate unless you're about to crash and you're trying a last ditch effort to salvage the situation.