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Boeing pilots often refer to this technique as the 'Boeing arm' as an outstretched arm grasping the throttle levers moves the levers to 'around' 85% N1. Pushing one or two of the TO/GA buttons will engage the go-around mode and command Flight Director guidance for attitude pitch.ĭepending on the level of automation set, but assuming minimal automation, the pilot-flying may need to push the throttle levers forward to roughly 85% N1 (Reduced Go Around Thrust).
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The TO/GA buttons are not the buttons located at the end of each throttle knob these buttons are the auto throttles (A/T) disconnect buttons. These buttons are located on each thrust handle below the knob of the thrust levers. The Boeing 737 has two buttons on the throttle quadrant for engaging TO/GA.
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The crew must manually move the throttle levers to roughly 85% N1 The auto throttle will not command reduced go around thrust.Pushing TO/GA buttons will engage the Take Off / Go Around mode and Flight Director guidance will 'come alive'.
#Toga on 737 zibo mod manual
The crew will need to take control and manually fly to follow the Flight Director guidance (around 15 Degrees nose up) Īutopilot Flight Director System (AFDS) configured for manual landing (autopilot off): CMD A or B not engaged.The auto throttle will automatically move forward to produce reduced go-around thrust.Pushing TO/GA buttons will engage the Take Off / Go Around mode & Flight Director Guidance will 'come alive'.A 'bug up' will be observed on the speed tape of the Primary Flight Director (PFD) which indicates flap retraction speeds.Īutopilot Flight Director System (AFDS) configured for manual landing (autopilot on): CMD A or B engaged.Landing gear will need to be raised and flaps retracted on schedule and,.The autopilot will remain engaged and will pitch upwards to follow the Flight Director (FD) guidance.The Thrust Mode Display (TMD) will annunciate TO/GA and the appropiate thrust will be displayed.The auto throttle will automatically move forward to produce reduced go around (RGA) thrust.Pushing the TOGA buttons will engage the Take Off / Go Around mode & Flight Director guidance will 'come alive'.In this post three three distinct scenarios will be discussed however, engine out (single engine) procedures will not be examined.Īutopilot Flight Director System (AFDS) configured for autoland: CMD A & B engaged with localizer and glideslope captured and 'FLARE armed' and annunciated on the Flight Mode annunciator (FMA). By automation, I am referring to the command mode selected for the approach: VNAV, LNAV, V/S, ILS and whether the autopilot is enaged or not (CMD A/B). So why is TO/GA confusing? It’s not the actual use of TO/GA that is confusing, but more the level of automation you have in use at the time of engaging TO/GA. VIDEO: Boeing Business Jet (BBJ) - Final Approach engaged TO/GA due to inclement weather ( courtesy & copyright "DougLesso" U-Tube). If you watch the short video (embedded from U-Tube) you will note that the crew utilized TO/GA when a rain squall reduced visibility to almost zero as the aircraft was about to cross the runway threshold. TO/GA is used whenever an approach becomes unstable or environmental conditions alter that do not allow an approach and landing within the constraints that the aircraft is certified. TO/GA is an acronym for Take Off / Go Around. Performing Go-Around can be a confusing procedure, made more so by the effects of inclement weather.
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