During TO/GA go-around, the target airspeed is determined by which baseline?

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Multiple Choice

During TO/GA go-around, the target airspeed is determined by which baseline?

During TO/GA the aircraft isn’t aiming for the speed you’re currently showing or a fixed number; it uses a weight-based target. The system looks at the airplane’s current takeoff weight and configuration and computes a go-around target speed from performance data. That baseline is derived from maximum takeoff weight calculations, so heavier aircraft require a higher go-around speed to maintain safe climb performance and stall margins, while lighter aircraft can use a lower speed. The autopilot/autothrottle then drive toward that computed target. Flap retraction schedules, current indicated airspeed, and published go-around numbers all play roles in planning and planning references, but the go-around target itself is determined by the weight-based performance calculations. This ensures the go-around speed is appropriate for the actual airplane condition rather than a one-size-fits-all value.

During TO/GA the aircraft isn’t aiming for the speed you’re currently showing or a fixed number; it uses a weight-based target. The system looks at the airplane’s current takeoff weight and configuration and computes a go-around target speed from performance data. That baseline is derived from maximum takeoff weight calculations, so heavier aircraft require a higher go-around speed to maintain safe climb performance and stall margins, while lighter aircraft can use a lower speed. The autopilot/autothrottle then drive toward that computed target.

Flap retraction schedules, current indicated airspeed, and published go-around numbers all play roles in planning and planning references, but the go-around target itself is determined by the weight-based performance calculations. This ensures the go-around speed is appropriate for the actual airplane condition rather than a one-size-fits-all value.

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