CC,
You are correct to a point. However, perhaps physically moving the thrust levers to the GA thrust position and keeping your hand on them (like is done in the A80, DC-8, L1011, C-172, ATR42, Dash-8, RJ, etc, etc.) much like any aircraft ever built is a pretty solid guarantee that the thrust will increase to GA thrust unless of course you suffered the same fate as the BA 777 crew in LHR.
"Ensure GA thrust is set" can mean many things. Did you set CLIMB thrust? Did you set MCT thrust? Did you set something in between? Is one lever in GA and the other in MCT? In the midst of the Go Around, the PF will be pretty focused on the ADI and airspeed. That statement is just a confirmation point that "GO AROUND" thrust was set. I would assume that the 777 must have some sort of indication on the "FMA" or auto thrust indication that would confirm same? Also, the confirmation of "GA THRUST SET" would be the duty of the PM (PNF), so if it isn't set then does he prompt the PF to set it? Does he do it himself? Is it normal in the Boeing for a PM to manipulate the thrust levers at any time? Or does he just take control outright? What are the protocols in this regard? Does it make sense to not advance the thrust levers by hand and put all the reliance on the automation to do it for you? There are many incidents and accidents out there that prove over reliance on automation AND loss of handling skills are becoming the main cause of hull losses.
Years ago when I flew jurassic jets, one moved the thrust levers to MAX EPR for GA. Of course you'd never perfectly peg the required EPR setting so the PM (PNF) would fine tune the EPR. Perhaps this is the base for the statement?
The old adage of automation still stands. "If its not doing what you asked for, then do it yourself."
The Outlaw.
Last edited by The Outlaw; 6th Aug 2017 at 02:07.