Go-Around Guidance and Phase Logic

Article 13 said the only exit from LAND and FLARE is a go-around. This article is the machinery behind that exit: one action — thrust levers to TOGA — lights three lines at once: the guidance line (SRS GA + GA TRK), the phase line (the FMS switches to GO AROUND and the missed approach becomes the active plan), and the energy line (TOGA thrust). There is no go-around button anywhere on the FCU; the FMA's FOR GA: SET TOGA message during approach (article 13) is the exit sign pointing at the levers.

Options on the baseline airframe of this series (from the aircraft-specific options list — article 01): AP automatic disconnection at minima — not fitted (on a CAT 1 manual landing you disconnect yourself); automatic FD bar engagement at go-around — fitted; NAV mode automatically armed at go-around — fitted; Soft Go-Around — not fitted (TOGA means full go-around thrust; no SOFT GA FMA line is taught in this series).

The master list of what one TOGA does. Per FCTM PR-NP-SOP-260:

When the thrust levers are set to the TOGA detent, with the FLAPS lever not in 0, all of the following occur: ‐ The SRS GA and the GA TRK modes engage ‐ The GA phase activates on the FMS: • The missed approach becomes the active F-PLN • At the end of the missed approach procedure, the FMS strings the previous flown approach in the active F-PLN. ‐ For the go-around, the appropriate flight reference is the attitude, because go-around is a dynamic maneuver ‐ If extended, the speed brakes automatically retract.

Note the housekeeping in the second bullet: after the missed approach is flown, the FMS strings the approach you just flew back into the active plan — the second approach is already loaded.

1. Triggering — and the half-lit go-around

Per FCOM DSC-22_30-40-90:

SRS GA engages when all of the following conditions are applicable: ‐ The flight crew sets at least one thrust lever to the TOGA detent ‐ The flaps lever is at least in position 1 ‐ The aircraft is airborne, or on ground for less than 30 s. SRS GA mode can be engaged regardless of the vertical mode (except SRS TO).

Three conditions — and the third is the touch-and-go / rejected-landing window: within 30 seconds of touchdown, TOGA still buys a full go-around. The FCTM then teaches the two ways a go-around half-fails. First, the lever short of the detent:

If the thrust levers are not correctly set to the TOGA detent, the following occur: ‐ The AP/FD remain engaged in approach or landing mode (e.g. G/S, LOC, LAND, FLARE on FMA) ‐ The FMS does not engage the GA phase, and remains in APPR phase ‐ LVR CLB flashes on FMA.

Second, TOGA with the flaps at zero (the engagement condition unmet):

Consequently, as the thrust levers are set to the TOGA detent, the aircraft energy will rapidly increase but the aircraft will remain on its approach path. In this case, the flight crew must take appropriate actions without delay.

The failure shape of a go-around is not "no thrust" — it is thrust without modes: energy surging while the FMA still reads G/S, LAND, and the aircraft accelerates down the approach path. Hence the discipline: the go-around call is always followed by reading the FMA — MAN TOGA, SRS, GA TRK — three items or it didn't happen.

And when full thrust is not wanted (an early go-around ordered by ATC), the technique separates ignition from firepower:

If TOGA thrust is not desired during go-around for any reason (e.g. an early go-around ordered by ATC), it is essential that the thrust levers are set momentarily but without delay, to the TOGA detent (i.e. the full forward thrust levers position), in order to ensure proper activation of the SRS GA and the go-around phase (i.e. guidance modes and FMS flight phase). Then, the flight crew should set the thrust lever to CL detent to take advantage of the A/THR (the A/THR follows a speed target).

Touch the detent — modes and phase light; back to CL — the A/THR flies the speed. The detent is a switch; the thrust is a by-product.

2. SRS GA — the protected climb

Per FCOM DSC-22_30-40-90:

The SRS GA controls the speed target via the elevators.

Thrust is pinned at TOGA, so pitch is the only energy lever — the same family as SRS TO (article 07), with the protections re-tuned for going around with flaps out:

L2 The guidance law also includes: ‐ A flight path angle protection, that ensures a positive climb ‐ A pitch angle protection to reduce the aircraft nose-up (17.5 ° of maximum pitch attitude). ‐ A speed protection, that ensures the aircraft does not exceed VFE.

(Compare SRS TO: 0.5° minimum slope, 17.5°/22.5° pitch, V2+15 cap — the GA edition caps at VFE, because the thing to fear with flaps hanging out is flap overspeed.) The speed target is a memory with bounds:

L1 The speed target is the memorized aircraft speed at SRS GA engagement or VAPP, whichever is higher. L2 The higher limit of the target is the lowest value between: ‐ 25 kt above VLS (or 15 kt above VLS when one engine is inoperative) ‐ 5 kt below VMAX. L1 Note: At SRS GA engagement, the speed becomes managed.

Not a fixed VAPP: go around carrying 5 kt of gust additive and the system keeps your actual speed (never below VAPP), clipped at VLS+25 — or VLS+15 engine-out, trading speed margin for climb gradient (the same energy philosophy as article 06's engine-out bank schedule). And on exit:

When the SRS GA mode disengages, the speed target becomes the smaller of Green Dot Speed or the speed constraints.

The exits themselves:

The SRS GA mode disengages when one of the following occur: ‐ At the go-around acceleration altitude (GA ACC ALT), or if ALT* or ALT CST* engages (above 400 ft RA) ‐ If the flight crew engages another vertical mode ‐ If the selected target altitude is above the aircraft altitude and the flight crew selects a speed: SRS GA reverts to OP CLB ‐ If the AP/FD TCAS mode engages upon a RA.

Note: 1. In Engine Out conditions, the SRS GA mode does not automatically disengage at EO ACC ALT. 2. In dual AP configuration, disengagement of the go-around mode, on either axis, causes AP 2 to disconnect.

Note 1: engine-out, SRS GA waits at the EO acceleration altitude for you to start the level acceleration (push V/S or pull ALT) — exactly like SRS TO's engine-out behaviour. Note 2 is the dual-AP tripwire: any exit from the go-around modes, on either axis, drops AP2 — the dual-AP privilege belongs to approach and go-around only (article 05), and it is revoked the moment you leave. Hence the cockpit rule of thumb: after a dual-AP go-around, hands off the FCU until the climb-out is established. The OP CLB reversion carries the reduced annunciation (article 10):

When SRS GA reverts to OP CLB, the following occurs: ‐ The triple click sounds ‐ The new guidance mode is boxed for 10 s.

3. The lateral side — GA TRK, then NAV

Per FCOM DSC-22_30-40-90:

The GA TRK mode is a managed lateral mode that is applicable during go-around. The GA TRK mode maintains the track of the aircraft, when the mode engages.

Not the runway heading, not the missed-approach course — the track at engagement, frozen ("go straight"). It engages with TOGA + slats/flaps extended + airborne (or on ground < 30 s) + none of NAV/HDG/TRACK engaged — simultaneously with SRS GA. What happens next depends on what the approach was flown with (the NAV-armed-at-GA option is fitted on the baseline airframe):

‐ If a lateral managed mode is engaged (except NAV mode), GA TRK engages, and NAV mode arms NAV automatically engages as soon as the aircraft reaches the capture zone of the flight plan active leg.

Branch ① (the typical ILS case — lateral was LOC): GA TRK holds you straight while NAV arms; as the aircraft enters the capture zone of the missed approach's active leg — remember, the missed approach is the active plan now — NAV engages by itself.

‐ If NAV mode is engaged, it remains engaged … ‐ If HDG/TRACK mode is engaged, it remains engaged, and NAV mode arms

Branch ② (FINAL APP or NAV approaches): the lateral never changes hands. Branch ③ (radar vectors): HDG/TRK stays, NAV arms and waits. And the preset exception:

Note: If a HDG/TRK was preset, NAV mode does not arm. GA TRK engages, until the flight crew pulls the HDG/TRK knob to follow the preset target.

A preset (article 09's go-around savings account) tells the system you have your own lateral plan — so it does not arm NAV, and the pull redeems your stored value. One lock protects the worst seconds:

L2 GA TRK cannot be disengaged below 100 ft RA.

The default lateral answer of a go-around is therefore straight first, navigate second — a low-altitude turn is a bigger risk than a small track error. The only way to turn onto the missed approach immediately is to have flown the approach in NAV/FINAL APP (branch ②), where the lateral never blinks.

4. The phase machine and the displays

Per FCOM DSC-22_30-40-90:

In addition, at go-around engagement: ‐ The FMS flight phase becomes go-around ‐ If not previously engaged, the FDs automatically engage ‐ If FPD/FPV was previously displayed, it reverts to FD bars.

Three quiet services at ignition: the phase flips to GO AROUND (article 19's phase machine); the FDs come up even on a raw-data approach (the fitted "automatic FD bar engagement at GA" option); and the bird gives way to bars — a dynamic manoeuvre wants attitude commands, not a path symbol, the display echo of the FCTM's "the appropriate flight reference is the attitude". In the GA phase the speed is managed (green dot after SRS GA exits); to accelerate and clean up early — mandatory action engine-out — push V/S or pull ALT to exit SRS GA yourself. When the missed approach completes, the FMS has already strung the flown approach back into the plan: activate the approach phase and fly it again, or DIR TO elsewhere (article 21).

5. Flying it

The standard call flow (details in article 30): "GO AROUND — FLAPS" (one step retract) → PF levers to TOGA (touch-and-return to CL if thrust isn't wanted) → PM reads the FMA: "MAN TOGA, SRS, GA TRK" → positive climb → "GEAR UP" → at GA ACC ALT level acceleration and clean-up (engine-out: initiated by hand) → NAV captures the missed approach, or fly the preset.

Interfaces: with article 13 — go-around is the only exit from LAND/FLARE/ROLL OUT (FCU immunity), and within the 30-second ground window a TOGA in ROLL OUT is a rejected landing with full SRS GA; with article 15 — an RA during go-around hands the vertical to the AP/FD TCAS mode (the fourth exit above). Pocket cards: dual-AP go-around → don't touch the FCU until established (any mode exit drops AP2); LVR CLB flashing or the FMA still showing LAND → half-lit go-around → push the levers through to the detent now.

[!warning]- Four misconceptions this article corrects (1) A go-around that fails doesn't fail for lack of thrust — it fails as thrust-without-modes: levers short of the detent (or flaps at 0) leave the FMA in G/S/LAND while energy piles on down the approach path; read MAN TOGA/SRS/GA TRK or it didn't happen. (2) The go-around target speed is not VAPP — it is the higher of your memorised engagement speed and VAPP, capped at VLS+25 (VLS+15 engine-out); the speed you brought is the speed you keep. (3) GA TRK does not fly the missed-approach course — it freezes your track; the missed approach comes via NAV's capture, or your preset via a pull. (4) In a dual-AP go-around, any mode change on either axis silently costs you AP2 — the second autopilot's contract is approach-and-go-around only.

Self-test

[!note]- Q1. The three go-around trigger conditions — and how long after touchdown does the window stay open?

At least one thrust lever in the TOGA detent; flap lever at position 1 or more; airborne or on the ground less than 30 s. Thirty seconds — the touch-and-go/rejected-landing window.

[!note]- Q2. TOGA with flaps at zero — what does the aircraft do, and what on the FMA betrays a half-lit go-around?

Energy rises rapidly while the aircraft stays on its approach path — accelerating toward the runway. The FMA still shows approach/landing modes (G/S, LOC, LAND, FLARE), the FMS stays in the APPR phase, and LVR CLB flashes (lever-short case). Immediate action required.

[!note]- Q3. The SRS GA speed-target formula, including the engine-out cap — and why isn't your 5 kt gust additive thrown away?

Target = max(memorised speed at engagement, VAPP), limited to min(VLS+25 — or VLS+15 engine-out — and VMAX−5). The memory clause keeps the speed you actually carried; engine-out the cap tightens to buy climb gradient. Speed becomes managed at engagement.

[!note]- Q4. Engine-out at the EO acceleration altitude — does SRS GA disengage itself? What is the standard action?

No — it holds. The crew initiates the level acceleration segment by pushing the V/S knob or pulling the ALT knob.

[!note]- Q5. Match the three lateral branches to their approaches — and does NAV arm if a heading was preset?

LOC-type approach (managed lateral other than NAV): GA TRK + NAV arms, capturing the missed approach automatically. NAV/FINAL APP approach: NAV simply remains. Radar vectors (HDG/TRK): it remains, NAV arms. Preset made: NAV does not arm — GA TRK holds until you pull to fly the preset.

[!note]- Q6. Below what height is GA TRK locked in?

100 ft RA — no lateral change of mind in the most fragile seconds.

[!note]- Q7. During a dual-AP go-around you pull the ALT knob — what happens?

SRS GA exits to the selected world — and AP2 disconnects (any go-around mode exit on either axis drops it). One autopilot remains.

[!note]- Q8. ATC orders an early go-around and you don't want TOGA thrust — the lever technique?

Set the levers momentarily but without delay fully forward to the TOGA detent (ignites SRS GA, GA TRK and the GA phase), then back to the CL detent and let the A/THR fly the speed target.

[!note]- Q9. Is Soft Go-Around available on the baseline airframe — and what does that change?

Not fitted. TOGA is full go-around thrust; the reduced-thrust alternative is the touch-and-return-to-CL technique, and no SOFT GA FMA annunciation is taught.

Key takeaways

References

Go-around general section (lateral branches, preset exception, engagement side-effects), SRS GA clauses (protections, speed target, exits, engine-out and dual-AP notes, OP CLB reversion) and GA TRK clauses (definition, conditions, 100 ft lock) per FCOM DSC-22_30-40-90; the FOR GA: SET TOGA entry per FCOM DSC-22_30-80-20. The one-action master list, the half-lit go-around cases, the attitude-reference statement and the early-go-around lever technique per FCTM PR-NP-SOP-260. Option fits (NAV armed at GA, automatic FD bars, no AP auto-disconnect at minima, no Soft GA) per one representative airframe's options list — verify your own. The call flow is an integrative synthesis of the quoted clauses.

Independent study material, not an Airbus publication and not endorsed by the manufacturer. Always defer to the current operator FCOM, FCTM, and QRH for operational use.