Re: Ask the pilot
JB, the ATSB released a report today into a flap overspeed and altitude exceedance at CNS (AO-2012-116). The event occurred during a go around. The crew were VFR to RWY15 and had set 1,500 as the go around altitude. After reporting the go around to the TWR they were instructed to climb to 2,000.
My questions are, is 1,500 the published altitude for a VFR missed approach at CNS?
There is no published VFR missed approach procedure. VFR is VFR...you're in the circuit. If you want a published procedure, then fly one of the instrument approaches.
If so, why 1,500 considering the significant terrain to the ESE of the field?
Because if you're visual, you're expected to look out the window, and avoid the hills.
Clearance is obviously not an issue if you can turn left to 060 (what seems to be the standard departure route from RWY15) but presumably a go around is a high workload phase and a prompt turn may not always be possible.
The instrument procedure also includes an immediate left turn.
But, the biggest difference between this case, and the instrument go around, is the level off altitude. In the instrument go around, the level off altitude is 3,700 feet. So, the procedure will be TO/GA, flap 3, call the annunciations, positive climb - gear up. At about 1,000 feet, pull the levers back to CLB. Don't start the clean up until the aircraft is pointed to the NE, so pull speed to stop it accelerating. If you get to 3,700 feet before completing the turn, it will capture the altitude, and the thrust will reduce to maintain your set speed. You could also put a speed into the FMC, to minimise the acceleration.
If you're going to do it visually, you are effectively joining the circuit. Same start, pull to CLB at 1,000'. At ALT* pitch to hold level, and call for FLAP 1 and 'activate approach phase' (an FMC mode that will cause the auto thrust to target flap speeds).
It's simple enough...as long as you get the thrust out of TO/GA or MCT. If it stays in either of those modes, you will have no auto thrust, and an overspeed will follow very quickly. If you run out of ideas, you could even do something very novel...pull the levers back and take manual control of the thrust. It is, after all, only an aircraft.
There is nothing unusual about 1,500' or 2,000'. Note the ATC clearance was "not above 2,000 ft", not 2,000' specifically.
The reengagement of the autopilot, in a visual circuit, seems unnecessary.
Low level level off, whether from a go around, or take off, is always very busy, and full of traps. The aircraft are invariably light, and at TO/GA, extremely powerful.
It's not addressed in the report, but I'd be interested in just how they came to be outside of the slot and ended up needing the go around. It really sounds like it was going wrong before the G/A.