B767-200
Flight Crew Air Transport Pilot (ATP)
Communication Breakdown; Human-Machine Interface; Training / Qualification; Confusion
ATC Issue All Types; Aircraft Equipment Problem Critical; Deviation - Speed All Types; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Executed Go Around / Missed Approach; Flight Crew Overcame Equipment Problem; General Maintenance Action
Procedure; Human Factors; Aircraft
We initiated a missed approach because we could not get a landing clearance from the Tower.The First Officer (pilot flying) called 'set go-around thrust; flaps 20; gear up and--at 400 AGL--I engaged LNAV and then advised ATC we were on a missed approach. Approach; in broken English; instructed us to turn left to 360 degrees and maintain 3;000. I had to have the clearance repeated; and after acknowledging; began to set up the MCP [Mode Control Panel] when the First Officer called out 'my speed!' I looked up and noticed IAS entering the red band and immediately pulled the throttles back and saw airspeed dropping through 260 KTS. Flaps; however; were still at one. We retracted the flaps then returned and landed on the runway. Everything appeared normal on approach; however; we realized we did exceed the maximum flaps 1 speed and wrote it in the log.
While flying the ILS to the runway in moderate rain we called airport in sight at 900 FT. The Captain tried to get landing clearance numerous times but the controller answered 'continue' every time he was asked. I disconnected the autopilot for landing at approximately 300 FT. At approximately 100 AGL the Captain called for a missed approach. I was so close to landing I think I inadvertently pressed the auto throttle disconnect buttons instead of the go-around buttons. I called for go-around thrust; flaps 20; and positive rate gear up and manually initiated the go around. When at 800 FT I noticed that the flight director was not flying the missed approach procedure. I called for LNAV; this did not work. I started flying the missed approach procedure manually against what the command bar were calling for. At 1;000 FT I lowered the nose and called for flaps 5 and then flaps 1. At this point we were cleared to fly heading 360 and maintain 3;000. I called for heading select 360 and this still did not get the command bars to give me the proper commands. This is when I noticed that the FMAs were still in LOC and glideslope. At this point I noticed that airspeed was in the red flap over speed area on the speed tape. I spoke up and the Captain saw the airspeed and called for me to slow up and reduce the power which I was already doing. At this point I turned off my flight director to get rid of that distraction. I now realized what I had done and that the auto throttle was disconnected and not controlling the thrust. Upon leveling off we still had go-around thrust set so we accelerated very quickly. I had allowed myself to be distracted during the clean up phase long enough to over speed the flaps. We then got the flight director into the correct mode and re-engaged the auto throttles. I think extra vigilance by both crew members is important when in situations like this. We rarely do go-arounds in the real airplane and I have never done one in the flat panel aircraft due to the fact that the simulator has the original flight panel configuration. If you do not fly them that often the speed tape--as opposed to the round dial--takes more than a glance to a assimilate what it is telling you. This situation would likely have been a non-event if proper procedures were used and the mistake of not activating the go-around mode was recognized and corrected right away. A double check by both crew members of the FMAs is a good practice on a go-arounds since we do not do them that often. If the automation is not giving you correct information turn it off until you have time to figure it out during a non critical phase of flight.
A B767-200 flight crew oversped their flaps when performing a go-around during which the pilot flying (First Officer) inadvertently mismanaged the autoflight and autothrottle systems. A mix of cockpit instrument configuration in the carrier's fleet was a contributing factor.