BOEING COMMERCIAL AIRPLANE GROUP

FLIGHT OPERATIONS TECHNICAL BULLETIN

NUMBER: 737 21-02 Rev 1; 747 21-74 Rev 1; 757 21-95 Rev 1;
767 21-98 Rev 1; 777 21-58 Rev 1; 787 787-25 Rev 1

DATE: March 5, 2021

These bulletins provide information which may prove useful in airline operations or airline training. This information
will remain in effect depending on production changes, customer-originated modifications, and Service Bulletin
incorporation. Information in these bulletins is supplied by The Boeing Company and may not be approved or endorsed
by the FAA at the time of writing. Applicable documentation will be revised as necessary to reflect the information
contained in these bulletins. For further information, contact Boeing Commercial Airplane Group, Chief Pilot, Flight
Technical, through the Service Requests Application (SR App) on the MyBoeingFleet home page.

SUBJECT: Upcoming Changes to the Go-Around and Missed Approach Procedure

ATA NO: N/A

APPLIES TO: 737,747,757,767,777,787

REASON: Inform operators of rationale for upcoming changes to the Go-Around and Missed
Approach procedure.

Revised to update delivery dates for 737 model.

BACKGROUND INFORMATION

This Boeing Flight Operations Technical Bulletin (FOTB) describes upcoming changes to the Go-
Around and Missed Approach procedure for 737, 747,757, 767, 777 and 787. These changes provide
greater emphasis on thrust verification and provide greater flexibility for the go-around flap setting.
The new checklist will appear in the following revisions:

737-200 OCT 737CL DEC 737NG SEP 737MAX NOV 737 BBJ SEP
747-4/8 APR 757 MAY 767 APR 777 JUN 787 MAR

The step to verify the thrust increase has been moved to earlier in the procedure and is the
responsibility of both pilots. It is now the next step after pushing the GA or TO/GA switch.
This change is a result of recommendations provided to Boeing following recent industry
events.

The step ‘Call “FLAPS 20”’ has been changed to ‘Call “FLAPS 20” or “FLAPS ___”’. (The
737 uses “FLAPS 15’ instead of “FLAPS 20”. For simplicity, this bulletin just refers to

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“FLAPS 20” as the example.) The intent of this change is to cause the pilot flying to
consider the normal or non-normal situation and call for the appropriate go-around flap
setting. This change also allows a go-around flap setting to be used when landing flaps have
not yet been selected, but a go-around from a published segment of the approach has been
initiated. It also takes into account:
• The majority of go-arounds in the operational environment occur prior to Flaps 20
• Go-arounds where it is desirable to maintain a final landing flap configuration that is
greater than Flaps 20
• Preventing known occurrences of the Pilot Monitoring automatically moving the
flaps to an unintended position in response to a Flaps 20 call when the flaps are
already at an appropriate setting for the phase of approach or conditions.

OPERATING INFORMATION

The first steps of the new procedure are listed below. The steps that follow remain
unchanged.

747 through 787

Pilot Flying Pilot Monitoring
Push the TO/GA switch.
Verify that the thrust increases.
Call "FLAPS 20" or "FLAPS ___" as Set the flap lever as directed.
needed.
Verify the rotation to go–around attitude.
Verify that the thrust is sufficient for
the go-around or adjust as needed.
Note: 757 and 767-200/300 are GA instead of TO/GA

737
Pilot Flying Pilot Monitoring
Push the TO/GA switch.

737-300/-400/-500 only:
Push the TO/GA switch. If autothrottle not
installed, advance thrust levers as needed.
Verify that the thrust increases.
Call "FLAPS 15" or "FLAPS ___" as Set the flap lever as directed and monitor
needed. flap retraction.
Verify the rotation to go–around attitude.
Verify that the thrust is sufficient for
the go-around or adjust as needed.
Note: 737-200 has some additional steps, but follows the above concept

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In summary, while the FCOM go around procedure applies to all approaches, the
requirement for flap re-configuration may vary depending on when the need for a go-around
occurs. Some examples where a go around may be needed at other than flaps 20:

• Flaps 20 has not yet been selected, e.g. early in the approach, or configuration delayed
due to speed constraints
• The landing flap needs to be maintained, e.g. balked landing

TRAINING CONSIDERATIONS

Some Pilots may have become conditioned to “pair” a call for go-around and go-around flap
selection as a continuous phrase, i.e. “Go-around, Flaps 20” regardless of flap setting. This is
a consequence of the majority of go-arounds in training scenarios being conducted from at or
around minima. To correct this behavior, and in light of this new guidance, it is
recommended that pilots be trained to pause between the “Go-Around” and “Flaps” call, to
allow the PF to decide and specify the actual flap setting required. It is also recommended to
vary go-around training from different phases of the approach and configurations other than
the final landing configuration.

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