Originally Posted by
Dark Knight
Re post 850 from a reliable source.
My thoughts.
Did not fly the 767 however, checking Captain Google images, the TOGA (Go Round) switches (as in most Boeings) are positioned such they require a premeditated, definite decision/action to trigger them.
I suggest it is almost impossible to do this when correctly selecting a flap reposition particularly should one have been properly trained: i.e. when selecting a flap reposition from the Left seat the hand always goes under the pilot flying (F/O's) arm. This prevents the Left seat pilot's arm getting in the way of the Pilot Flying (F/O) use of the thrust levers.
Further the hand/arm would not be anywhere near the TOGA switches.
Had for some reason TOGA had been initiated one would think autothrust would be immediately disconnected to maintain the required flight path/remain in control of the aircraft. Or is the required flight path was not able to be maintained a go round carried out.
This should be a fairly standard procedure which all training would demonstrate.
Where do you get these statements from? Who said there was a standard procedure for moving the flap lever? Just making this up? And also, how do you perform a go around at 6000 feet on a STAR? Do you know the definition of a Go-Around? On a Boeing, if you ever need to stop your descent on an arrival and need to climb back up, the easiest and smoothest way would be to set a higher altitude on the MCP and use Level Change. Unless you are about to hit something, you won't use TOGA at this point.
As far as hitting the TOGA switches accidentally, stranger things have happened, and it is possible.