"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.
Outlaw, therein lies the rub, procedurally the FCOM has been written by lawyers to mitigate liability, its then applied as a "one size fits all" Boeing procedure that is "trained" and "enforced" by the various competing egos within the company such that we arrive at a point where airmanship and resilience are replaced with compliance and dependency.
All of this has predictably led us to when something unexpected or unplanned for happened, it was beyond the capability of the crew to recognise and recover.
I will keep saying this until I'm blue in the face, a simple push and hold of the thrust levers would have avoided this particular outcome....taking it a step back to 1000ft or so AGL on approach, disconnecting the AT and being in charge and aware of the thrust setting would have in my view broken one of the links in the error chain (from a motor skills viewpoint) of the incident such as it was.
I am and continue to be completely against the use of auto thrust for a manual landings as it in my view at least removes a key element of situational awareness.... we fly the 777 like an Airbus, its not the quiet dark cockpit concept at all, there are more calls than are Bangalore call centre.