What happens when you push TOGA?! (and what is it?)

hi everybody very welcome to mentor and is not a video podcast as always I hope you're doing absolutely fantastic today on the video guys we're gonna be talking about the Tolga switches those legendary switches who make things happen once you push them in the cockpit we're gonna be talking about what they do what systems are involved and what happens if you accidentally press the wrong one at the wrong time this video is brought to you in cooperation with skill share now I know where you're watching this because you are like me you're a lifelong learner someone's curious and constantly wants to improve yourself now what I'm doing at the moment is I'm actually using a skill share course so try to get to the bottom of what I'm trying to give to you through the channel so I am using a course called YouTube success by Sorel amaura which really goes down and pinpoint what you as a new youtuber should be thinking about in order to get you know the most value to your viewers it's really good in order to focus on what's important and what's not and if you want to start a YouTube channel I highly recommend you to check it out but there are the courses as well photography painting pretty much anything that you can imagine there are thousands of high quality video courses and the 1000 thirst of you who uses this thing here below we get two months of premium Skillshare absolutely for free so go down and check it out [Music] door after luckily separatists were on trust set [Music] and three six zero going around alright guys so this video is going to be a fairly technical one all right I've been asked to explain more of the technical systems of the 77 and that's what I'm going to do if you've been watching YouTube videos about aviation you've probably heard the phrase toga before all right it's normally talked about during critical phases of flight like during the takeoff for example during the go around and actually that is what has given the name to these switches it's a Boeing system and it stands for takeoff and go-around switches some refer to them as to get action switches but not really correct now in order for you to understand the toggle switches you need to understand that the outer pilot flight director system on the 737 is divided into essentially three parts okay those part can operate independently of each other and they also most of the time operate together and that is the outer throttle if you look at your flight mode annunciator which is the top part of your primary flight display the outer throttle is to the very left there and shows the auto throttle channel and what the outer total is doing and then you have the flight directors and the flight directors they we indicate to the pilot how they need to fly in order to follow whatever moving they've chosen from the mode control panel okay so it will show a cross if you need to fly straight and level it will show a cross that goes up a little bit if you want to climb and then it's going to show the the middle bar going left or right depending on how you need to turn and the combination of the also climbing descending turns and so on it's a very intuitive system and it's very very effective and then the third one is the outer pilots okay so the outer pilots are actually inputting commands to the flight controls for example and so the outer pilot you can actually fly without the flight directors the outer total can work without the flight directors and without the outer pilot so these things they work independently and because they do you kind of need something that focuses that make sure that they all do the right thing in the right order during very critical moments of light namely during takeoff and during go-around and this is where the toggle switches comes in so the toggle switches are situated on top of the truss levers and you are supposed to use these two fingers if your captain or these two fingers if your first officer and their sitted so when you're holding the trust of like this you just need to extend those fingers and push either of the toggle switches okay if you push both of them at the same time that works as well it just counts as one Tolga push it's not to be confused with the outer throttle disconnect switches which are on the handle on the outside of the handle and you use like your thumb for example to disconnect the outer throttle alright so you use these fingers talked about the toga and these fingers to activate the outer total disconnect switch now let's have a look at the different scenarios when we use them then I'm gonna give you five different scenarios and in today's video I'm not gonna be talking about the single-engine scenario because it's slightly different and I'll do that in a separate video now if we start with logically the takeoff during the takeoff the pilot flying will initiate the take-off by just standing the thrust levers up to about 40% that's to make sure that the engines accelerate and that we you know have the same acceleration going before we actually add too much truster and to avoid a symmetrical trust during the initial part of the a takeoff so pilot flying will stand at trust us up to 40 palp monitoring would call stabilized when both of them are at the same approximate value pallet flying looks down verifies presses toga answers set takeoff trust the first thing that will happen then is that you notice I'm extending the arm this means the trust levels will start moving often they will move up to whatever value that we have calculated is going to be the safe takeoff thrust value so when the palace at the gate and we're inputting things like the temperatures wind the weights the outside pressure news or anti-ice all of these things we will come up with a trust setting that is safe to use on the runway we are going to be using we try to get that trust as low as possible to extend engine life and to minimize noise and to minimize fuel use and once we've set that into our FMC when we press toga the outer throttle providing that it is actually armed is going to set the trust to that value now it's still very important to us the palate monitoring follows the trust levels up and verifies that you get the correct thrust set because if we're taking off in very gusty conditions for example the trust will only be setting itself up until we reach about 84 knots when we reach 84 knots of indicated airspeed it will go into throttle hold and it will just hold the trust level where it is so if we have really gusty winds it might not have set the correct trust when it reaches 84 knots and in that case they are the pilot monitoring have to set it manually okay so the trust goes up to the correct value that we have calculated now the flight directors the flight directors they will be not much help during in the actual takeoff roll but it will do a few things as you push toga if we're going to take off mode the first thing it will do is it will initiate a pitched down with 10 degrees right so it will show us the flight records will show us 10 degrees nose-down what that does it just reminds the pilot to give a little bit of forward pressure on the control collar and the reason you want to do that is because you want a little bit of pressure on the nose wheel so that the nose wheel steering is effective up until the brother becomes aerodynamically effective at around 60 knots so at 60 knots the flight directors will go from 10 degrees nose down to 15 degrees nose-up very important to know that we're not using the flight directors as guidance from when we rotate they will only be sitting there at 15 degrees nose-up so we will continue to take off roll when we hear v1 rotate rotate pilot flying will start rotate nice and slowly about two and a half to three degrees can up to an initial picture of about 15 to 17 degrees depending on white only after you've done that initial rotation can you follow the flight directors a right flight directors will feel then what kind of speed you have and they will give you a pitch that will give you about v2 plus 20 a speed right up until 400 feet they're using heading select so make sure that they runway heading is correctly set on your mode control panel and a 400 feet we select a roll mode which is probably going to be l-love because that's going to give us the standard instrument departure that we have calculated when we were at gate and we will just continue to fly them the quarter though to the flight directors we are flying it manually generally this is a little bit company dependent but up to about a thousand feet and at a thousand feet above ground level then we will engage the outer pilot so we never use the autopilot for takeoff right so basically the thing that the toga does during the takeoff it gives us the trust it gives us guidance from the flight directors but only really after we've rotated and the outer pilot would be engaged once we're up to about a thousand feet AGL alright so that's for the takeoff obviously there's much more information going to be giving you here as well as we continue the the the takeoff maneuver but I just want to give you the initial bits here now during the rest of the flight as we are climbing cruising descending the toga buttons are not really used for anything you could potentially get into a wind shear and in that case they do work but we'll talk about that towards the end of the video but the next time that you will really use the toga buttons or during the approach we're going to talk about a couple of different types of approaches here and the first thing that I want to talk about is the category three Outland approach so during an outline approach you will be using the instrument landing system at the airport that you're going to and you're also going to use both out the pilots they're two different autopilot channels on the 737 both of them have to be engaged in order to do an hour and that's simply because it's a redundancy and if one outer pilot channel feels that you need to turn and another autopilots says no actually you need to go straight ahead then the system knows that something is up but it doesn't know what and it just disconnect and you're unable to do an hour tool and it is very very important that you have this kind of monitoring and this kind of redundancy in the system if you're going to do an outline because you're so low in visibility right array in this case the toga button is going to be armed from when you're below 2,000 feet or you are coupled to a glide slope or you have flaps more than up so as you start to select flaps now the toggle buttons are activated and they are one of a very few ways that you can actually disconnect from the approach mode once the 77 has kind of engaged in both localize to capture and glideslope capture it's very hard to get out of it all right and one of the ways to get out of it is to push the toggle button that would disengage the approach mode you can also detune the ILS that's another way but anyway as you are descending down on the on the glide slope it's very important to make sure that the system is working perfectly there are several indicators that you need to check during the descent and if you're interested in seeing exactly how we fly an approach like this both the Outland and a go-around of Northland I have a collection inside of mentor aviation app called the cap 3 collection that you can go in and check right you will see the whole procedure flown in 360 so you can look around and you can see which pilot is doing what but anyway if you get down to the minimum on a autoland approach and you don't see anything well then the pilot flying is going to push the toggle buttons all right the Pala flying in this case is always going to be the first officer and once the toggle buttons are pushed a lot of things is going to happen this is one of the reasons you have toga because the toga will as I was mentioning before kind of direct all of the different systems to work together so that the pilot doesn't need to figure everything out by him or herself in a very critical moment so as you push toga the autotrophs is gonna go to reduced go around trust and you're gonna get go around in the flight mode annunciator so with one push a toga it goes up to about 90 percent of trust and the reason you're not getting full go around trust is that this didn't reduce score on trust it's given gonna give you about a thousand to 2,000 feet per minute climb that's sufficient to get you a safe climb away from the ground it's gonna give you all the obstacle clearance that you need but it's gonna be a nice kind of relaxed way of doing to go around if you get full go run trusts up to 95 97 % it's gonna climb much faster than that and there's a risk that you might rough things or shoot through your mr. Pro chaud attitude so toga go around flack 15 is going to be the call in which case the trust goes up to reduce go run trust if you want full go around trust you have to push the toga once let the trust levels advance then push it a second time if you do that then you get full go around trust and it won't say go around anymore in the flight mode now set its gonna say n1 so now you have to trust you are starting to select the go around flaps okay next thing that's going to happen is that the flight directors is now going into go-around mode which means that they will be pitching you up to give you about a thousand to 2,000 feet per minute initially climb and then it's going to give you the speed that keeps you safe at your current flap setting with maximum takeoff weight so basically the FMC calculates that all right so they're doing go-around I'm going to pretend that I have maximum takeoff weight and I'm going to indicate the speed they need to be at in order to be safe with the current slack sorry now all of you know that if you're doing a go-around you're not gonna be at the maximum takeoff weight so what will actually happen is that the aircraft is gonna pitch down a little bit from the initial pitch and it's going to start accelerating now that acceleration will then enable us to take the next flat setting which is something that we start doing about 400 feet when you select the next flaps or from flat 15 scan reflux five now the flight directors is giving you the pitch for the safe speed at maximum takeoff weight for perhaps 5 which will enable you to go to flaps 1 and flaps up all right so a lot of people think that this is a function that the flight rating system have in order to enable you to retract flaps and in fact that's really a secondary function to what a flight or extra deck directors are actually doing but it does enable you to retract the flaps during the go-around now when it comes to where to turn when you press Tolga the flight directors will maintain the current ground track you have so if you're flying in on a nihilist approach you're gonna be flying straight to the runway as you press Olga the middle part of the flight mode annunciator it's going to blank you're still going to have a flight right to telling you to fly straight ahead you know it will take the wind into account if you just keep your tracking going until you select a different role mode and that tends to be at about 400 feet pala flying calls for what role mode you want to use if you've been given a radar heading by air traffic control that's what you're going to put in otherwise you just get L knob and L knob is going to let you fly the rest of the maneuver right and crucially the third part of the system in case of an outer land you have both autopilots connected to the system this time when you press toga the outer pilots are going to remain engaged and you're gonna get them flying they go around for you so you're gonna get an automatic go around alright but that only happens if you are doing an outer land right so that brings me to the next type of approach which is a standard ILS approach which is what we do maybe 90% of the flights that we do well in this case everything is very similar to a cat 3 except you don't engage the second autopilot so the approach is initially flown all with the help of one outer pilot and this means that if you're coming in during maybe slightly misty conditions you get down to your minimum and you realize actually I don't see enough to land maybe cat 3 is not available to you when you press Tolga in this case the outer pilot is going to disconnect so all of the other function will be there for you you have the outer throttle providing that out the throttle is still engaged it would be setting go around trusts for you the flight practice would be indicating how you're going to fly to achieve what we just talked about but the autopilot will not be there it will disconnect as you press toga and you're gonna have to fly this missed approach manually the way that we do that is we've slide manually up to when we reach the missed approach altitude and once we're at the missed approach altitude the aircraft is trimmed out we've got flaps up and everything well then pilot flying will re-engage the automatics going from right to left on the mode control panel so out the pilot verifying that the modes that they want is in outer trottle all right if you have disconnected the autopilot on outer trottle and you're flying manually and then you decide to go around when you press toga you're not gonna get to go around trusts automatically you're gonna have to set it yourself and the way that we do that is we give one arm the way that the cockpit is set up on 77 is if you're sitting in the correct position and you give one arms-length no matter how long arm you have actually you are going to get very kills to exact they go around trusts and then the pilot monitoring can readjust it to give you about 90 percent us over to reduce goal and Trust all right then the last type of approach that I want to talk about is a broad eight approach because if you are doing a non-precision approach of the or localizer on any be for example the functionality of the toga buttons are exactly the same as a single-channel Eilis approach but if you're flying a rule date approach which is when you turn off the flight directors or if the flight raters are not working for you well then the toggle buttons has a slightly different use so you wouldn't really do this with passengers on board we do that degrade the aircraft systems to practice we do that in the simulator but if the system is not functioning well well then as you're flying now you're rotate approach you don't have fly tractors helping you anymore you probably well you definitely won't have the look the automatics engaged in any way you're gonna fly this manually when you get down to minima or if you're not stabilized when you press toga even if the flight or the switches are off you're still gonna get flight director guidance it's only gonna give you the current ground track and it's gonna give you the pitch attitude alright just like before the problem here is that as soon as you get into different pitch mode that's in when you get to altitude require and you're leveling off her to miss approach altitude or when you choose a different mode whatever reason the flight directors will retract and you won't be able to get them back again until you switch them back on so on a road at approach you will have flight director guidance even if the switches are off when you press Tolga but only for a very limited time and you will not be able to choose a different role mode or a different pitch mode the last thing that I want to talk about when it comes to toggle buttons are its function during a wind shear so in a wind shear escape maneuver what the toggle buttons will do is well it will recognize that the GPWS is feeling a wind shear so you hear the the tone Dhiru wind shear wind shear wind shear when that is up and it's showing wind shear on the primary flight display in red then when you press Tolga you're gonna get the winter escape maneuver logic going the way that that works is that tries to keep your climbing away until it feels that your climb rate is going below 600 feet per minute when that happens because you have a negative wind shear for example it will tell you to pitch up to 15 degrees and I just hold that okay and then it will hold that until you get intermittent to stick shaker and after that it will just hold you on the stick shaker so we'll picture down a little bit to get out of stick shaker pick you up again until you get it and then keep there in order to maximize your chances to keep away from the terrain now when you're getting out of the wind shear or to speed the sorting to increase it will just reverse that so it will go to 15 degrees when it has 650 minute then it will pick up to keep whatever speed that you have in your mode control panel all right so basically toga mode in this case it's just trying to keep you away from terrain keeping you as safe as possible it might not be able to but it will do its best okay great so that's the different functions of toga there are more like I said when we have an engine failure for example it does another couple of things and there are small details that I haven't brought up in this episode but essentially this is what you need to know now I promise to talk a little bit about the problems that we have with Tolga switches and it has mostly to do with the way that they're situated so when we do an ILS approach especially during line training for example when the cadets are getting ready to disconnect the outer pilot and fly the aircraft manually they have the option of either using these two switch these two fingers to disconnect the outer throttle or these two to press toga and it's a little bit nervous and they're not getting ready to disconnect sometimes they push the wrong buttons so instead of disconnecting the outer trottle they now press toga and of course what happens then the aircraft goes in to go around now there are two different ways that can happen there now as a as a line training captain I'm fairly used to seeing this so I can very quickly take controls and disconnect and if I can keep the aircraft stabilized so it hasn't had the time to start pitching up and adding thrust LAN I can continue to land visually remember the flight directors are now showing go around so we can't use them but I can continue to land the aircraft visually providing that I keep it stabilized if I don't have the time to do that or if the aircraft this hasn't destabilize itself gotten too high pitch drop trust on well then we just have to execute a go-around okay like I said before there's a no blame policy if we go around but we try to avoid these things because they're unnecessary or on fuel take time make people anxious from all the weight reasons so there's a lot of emphasis in going into briefing the cadets before the disconnected right all right remember where you have you your fingers make sure that you press the correct buttons okay that's all I had guys I hope that you enjoy this is a slightly more technical video which I'm going to do more of so make sure that if you like these kind of videos that you have subscribed to the channel and that you've highlighted a notification well I want to say a huge thank you to the sponsor of this episode which is Skillshare now if you want to continue to learn maybe learn some new stuff and then the thousand first of you who uses this link here below will get two months of premium Skillshare absolute for free so go and check it out I promise that you'll find something that you enjoyed have an absolutely fantastic day and I'll see you next time bye bye right guys I really hope that you liked that if you want more content like that motivation content well done check this out I hope that you have subscribed to the channel and that you've highlights little notification belt see you inside of the mentor aeration up and have an absolutely fantastic day bye bye [Music] [Applause]

Channel: Mentour Pilot

Views: 356,276

Keywords: TOGA, TOGA switches, Takeoff, Go around, Mentour pilot, Mentour pilot 737 MAX, Mentour pilot landing, Mentour pilot takeoff, Boeing 737, Boeing 737 MAX, Boeing 737 MAX update, B737 takeoff, How to become a pilot, Pilot life, Pilot training, Boeing 777, Boeing 777X, Boeing 787, Boeing 747, Airbus 320, Airbus 380, Airbus 350, Nervous flyer, Fear of flying, nervous flyer tips, nervous flyer take off, Aviation facts, aviation news, nervous passenger, flying, avgeek

Id: KjAt8qC95cI

Length: 25min 14sec (1514 seconds)

Published: Fri Jun 12 2020