Aviation Product Quiz

The trap is believing the airplane will instantly climb just because TOGA is selected. High-bypass engines need time to spool up, so a low go-around may initially lose altitude, especially if starting from near idle thrust or below VAPP. The crew must decide early, complete the maneuver once started, and avoid excessive rotation that could create a tailstrike.

The trap is that the autopilot disconnects when TOGA is selected below 1,000 ft, requiring the crew to fly the go-around manually at low altitude. High-bypass engines respond quickly enough that thrust is rarely the issue. The real risk is that SRS guidance cannot engage without autopilot, so pitch must be controlled by reference to attitude alone.

The trap is that TOGA simultaneously commands maximum climb thrust and disconnects autothrust, leaving the crew flying manual thrust at the worst possible moment. Engine acceleration is symmetric and predictable, so the real hazard lies in the loss of A/THR protection. The crew must reselect A/THR before completing the maneuver to avoid an overspeed or undershoot.

The trap is that flap retraction must begin immediately at TOGA selection to prevent a tailstrike from the high pitch attitude SRS commands. If the crew delays the F retraction, the aircraft accelerates past F-speed before reaching acceleration altitude. This compresses workload at exactly the wrong moment in the maneuver.

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Welcome to the Aviation Knowledge Quiz