TOGA Switches
Thread Starter
Joined: Dec 1999
Posts: 1,174
Likes: 123
From: uk
TOGA Switches
I see this used a lot on Pprune - is this an Airbus thing? Do Boeings have this? I only ask because I've only had one commercial type (75/76) and it (they?) doesn't.
rgds
rgds
Last edited by deltahotel; 15th August 2025 at 10:34.
Joined: Mar 2000
Aviation Qualifications: ATP+Mil
Posts: 1,428
Likes: 38
From: Long ago and far away ......
I wonder if this Wikipedia entry might be of use to you?
https://en.m.wikipedia.org/wiki/Take...-around_switch
https://en.m.wikipedia.org/wiki/Take...-around_switch
Joined: Dec 2020
Aviation Qualifications: ATPL
Posts: 179
Likes: 81
From: Amsterdam
What I find interesting is on the 737, some guys inadvertently press TOGA instead of the autothrottle disconnect.
Brownie points for the pilots for taking control very quickly and re-establishing a stable approach.
Brownie points for the pilots for taking control very quickly and re-establishing a stable approach.
Joined: Jun 2014
Posts: 1,052
Likes: 72
From: Village of Santo Poco
Joined: Feb 2018
Posts: 800
Likes: 279
From: East of Westralia
Thread Starter
Joined: Dec 1999
Posts: 1,174
Likes: 123
From: uk
Oh, ok. What TO function did those switches have on 75/76 - how were they used? Were they in the same position as on that photo? I’m genuinely curious - in my 24 years on type flying them from a variety of sources (TCX, ex BA, brand new, various conversions) those switches have only ever had a GA function and the TO bit was from the MCP.
Rgds
Rgds
Joined: Feb 2018
Posts: 800
Likes: 279
From: East of Westralia
Oh, ok. What TO function did those switches have on 75/76 - how were they used? Were they in the same position as on that photo? I’m genuinely curious - in my 24 years on type flying them from a variety of sources (TCX, ex BA, brand new, various conversions) those switches have only ever had a GA function and the TO bit was from the MCP.
Rgds
Rgds
I stand corrected!
Last edited by ScepticalOptomist; 16th August 2025 at 08:59.
Joined: Nov 1999
Posts: 329
Likes: 20
From: Oz
I recall the 767 as having GA switches on the thrust levers (as per the photo in a previous post) and an N1 switch on the MCP that was used to set TO thrust.
The 747-400 had proper TOGA switches, but Boeing (in the their wisdom) put the A/T disconnect switches (number 2 on the picture) in the same place as the GA switches were on the 767. Made for some interesting moments late on approach for some pilots transitioning from the 767 to the 744 or vice versa.
The 747-400 had proper TOGA switches, but Boeing (in the their wisdom) put the A/T disconnect switches (number 2 on the picture) in the same place as the GA switches were on the 767. Made for some interesting moments late on approach for some pilots transitioning from the 767 to the 744 or vice versa.
Joined: Nov 1999
Aviation Qualifications: ATPL
Posts: 3,150
Likes: 744
From: UK
At the risk of starting a firestorm......... Airbus applied some lateral thinking in their design process and came up with a new way of arranging the thrust levers and quadrant, which allowed engagement of TOGA, (for example) by a simple and instinctive forward movement of the thrust levers, (into a detent).
They also made their cockpit layouts largely common across all models, so the thrust lever quadrants and operation are all similar.
If an Airbus FBW is configured for approach and on Auto-pilot; pushing the thrust levers forward to the TOGA detent will pitch the aircraft up to climb towards the missed-approach altitude set on the FCU, it will simultaneously spool the engines up to TOGA thrust, and it will stitch the approach navigation route and runway back into the flight plan after the missed approach navigation.
On the runway, pushing the thrust levers forward to the TOGA detent will spool the engines up to TOGA thrust and perform an aircraft position update in the FMGS, based on the departure runway in the flight plan.
(TOGA is rarely used on take-off of course, but the 'Flex / Max Continuous Thrust' detent does the same thing but obviously with reduced thrust).
.
They also made their cockpit layouts largely common across all models, so the thrust lever quadrants and operation are all similar.
If an Airbus FBW is configured for approach and on Auto-pilot; pushing the thrust levers forward to the TOGA detent will pitch the aircraft up to climb towards the missed-approach altitude set on the FCU, it will simultaneously spool the engines up to TOGA thrust, and it will stitch the approach navigation route and runway back into the flight plan after the missed approach navigation.
On the runway, pushing the thrust levers forward to the TOGA detent will spool the engines up to TOGA thrust and perform an aircraft position update in the FMGS, based on the departure runway in the flight plan.
(TOGA is rarely used on take-off of course, but the 'Flex / Max Continuous Thrust' detent does the same thing but obviously with reduced thrust).
.
Last edited by Uplinker; 16th August 2025 at 16:19. Reason: clarification
Joined: Apr 2010
Posts: 1,320
Likes: 102
From: IRS NAV ONLY
If an Airbus FBW is airborne and on Auto-pilot; pushing the thrust levers forward to the TOGA detent will pitch the aircraft up to climb towards the missed-approach altitude set on the FCU, it will simultaneously spool the engines up to TOGA thrust, and it will stitch the approach navigation route and runway back into the flight plan after the missed approach navigation.
Except the reversers
Joined: Jul 2006
Posts: 1,100
Likes: 111
From: Somewhere over the rainbow
Good point. Also unless you are not GPS Primary, there is no more position update. It was only the case on the very old A320. Inserting a take off shift for example in the MCDU in the performance page has no effect ( with GPS Primary).
Joined: Apr 2004
Posts: 2,166
Likes: 86
From: Planet Earth
One of the very nice things about selecting GA in the 757/67 was it didn’t go to full power, one push gave you 2000fpm, more than enough especially when you may have a low altitude level off coming up, two pushes gave you full power if you needed it
Joined: Jul 2006
Posts: 1,100
Likes: 111
From: Somewhere over the rainbow
On the A320 family we do not have a button but a soft go around is done simply by setting the thrust levers to TOGA then immediately back to climb detent.
The newer models have the soft go around function and the procedure is similar by setting TOGA then quickly back to Flex/MCT detent and it will give you 2000 or 2300’/min depending on the version installed.
The newer models have the soft go around function and the procedure is similar by setting TOGA then quickly back to Flex/MCT detent and it will give you 2000 or 2300’/min depending on the version installed.
Joined: Dec 2005
Aviation Qualifications: ATPL
Posts: 4,997
Likes: 341
From: Hong Kong
I believe they did away with the 'second press' on the 767 (or at least it's only an option?)