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

Boeing B744 certainly does have TOGA switches.
The B767 which I flew was kinda basic and had basic autothrottle.

So what does that switch actually do?

I wonder if this Wikipedia entry might be of use to you?

https://en.m.wikipedia.org/wiki/Take...-around_switch

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.

Ah, thank you Mr B. Curious as to why Boeing have different methods on different ac, whereas there's a lot of commonality elsewhere.

It doesn't?

https://cimg5.ibsrv.net/gimg/pprune....2fdb914a8f.jpg

Those are Go Around switches and have no function on TO

Edited and Corrected!

767/757 did not have TOGA..

Probably due to the differing positions between types? Flown many Boeing types and the TOGA switches weren’t consistent in their placement.

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

Think you’re correct - just had a look at my old 767 docs and I’m assuming I’ve mashed a few types together in my head. Auto throttle was engaged not via TOGA switches but by the switch on the MCP..

I stand corrected!

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.


https://cimg6.ibsrv.net/gimg/pprune....447594d3b0.jpg

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).
.

An important detail is missing here: the flap lever must not be in zero for this to work, otherwise you get full thrust and nothing changes to previous AFDS modes, see Wizz A320 at Sofia on Jan 3rd 2016, inadvertently retracted flaps on final approach.

Except the reversers :)

Thank you, I implied approach and configured but did not say it - clarified now.

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).

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

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.

I believe they did away with the 'second press' on the 767 (or at least it's only an option?)

I have to respectfully disagree - as part of my standard FADEC s/w cert test, we did a 'double push' GA test - and I don't recall any differences in procedure between the 767 and 747-400/-8.

Then it's an option. Or it's related to FADEC. The last non-FADEC one I flew didn't have it.

Atleast on 737:
TOGA
For takeoff applies fmc thrust setting, and FD guidance,
For approach gives reduced go around thrust giving 1000-2000fpm RoC with first press, or full Ga thrust with second press, and gives go around FD guidance
During windshear pressing toga initiates windshear escape maneuver (different than go around mode)
A/T off, on approach pressing toga will give you go around FD even with oei landing.

same on 737 actually, indeed nice feature

The E170/175/190/195 have TOGA buttons at the rear of the thrust levers. (In addition to go-around pitch/thrust they switch to FMS guidance and arm NAV mode.)
The Fokker 70/100 had them in between the thrust levers and they had to be pulled up to engage (and they targeted 2000fpm climb/200KIAS or 1000fpm if engine-out was sensed). There were almost identical in movement to the idle locks on the Dash 8.

All turboprops I have seen so far had TOGA buttons at the side of the power levers (where jets have their Authothrust disconnect buttons) which makes for a bit of confusion when changing to a jet.

The only Flight Director I ever experienced on a small GA aircraft set pitch to about 8 degrees when the GA button (on the instrument panel next to the vernier-type throttle) was pushed.

The Airbus version seems intuitive but requires a detent or end stop. If there's a fault with the Airbus design it is not having enough mechanical range between IDLE and CLB, causing manual thrust control to be quite fiddly.