TO/GA and Go-Around Mode on Boeing: Thrust, Modes, and Recovery

Boeing aircraft do not annunciate TOGA LOCK the way Airbus FBW jets do, but the same idea exists: once you command a go-around, thrust and guidance priorities change until the crew reconfigures the aircraft for a clean climb. Understanding the TO/GA switch, autothrottle behaviour, and flight director modes on the 737, 777, or 787 prevents the common sim mistake of fighting the throttles while the mode annunciator shows GA or TO/GA.

What pressing TO/GA does

On approach, the left throttle-mounted TO/GA switch (737) or equivalent on wide-bodies triggers go-around logic: flight director commands pitch for initial climb, autothrottle advances toward go-around N1 or EPR targets, and localizer/glideslope modes transition per the active autopilot/flight director state. On a 737 with both A/P and A/T engaged, you typically see localizer captured and go-around vertical mode engaged; exact annunciations vary between classic and NG/PMDG models.

Unlike Airbus, Boeing does not usually latch a permanent “lock” message — instead, autothrottle holds increased thrust until you change thrust lever position or disengage A/T. If you press TO/GA then immediately retard levers, you can get confusing A/T warnings or insufficient climb.

Mode annunciator scan

• ARM — localizer or glideslope armed before capture
• GS — glideslope captured on ILS
• After TO/GA — look for GA or pitch/flight director cues plus A/T in N1 or THR REF mode
• MCP altitude must be set above current altitude or the aircraft may level at missed approach altitude incorrectly

Flying the go-around in the sim

1. At decision, press TO/GA positively — half-press mistakes are common on hardware throttles.
2. Rotate to flight director cue; call positive rate and gear up per SOP.
3. Follow flap retraction schedule on schedule, not early — drag kills initial climb.
4. At acceleration altitude, select flaps up speed schedule and engage LNAV/VNAV or heading as briefed.
5. Retard thrust levers to arm detent when A/T indicates thrust reduction is allowed for climb profile.
6. Clean up: set MCP speed, confirm altitude capture, brief for hold or second approach.

Boeing versus Airbus habit transfer

Pilots switching from Airbus sims often expect TOGA LOCK to clear with a specific FCU sequence. On Boeing, think thrust lever position + MCP + A/T engagement state. PMDG and iFly models reward reading the specific go-around checklist in the FCOM-style menu.

Practice setup with NG ROUTE

Plan an ILS arrival with live METAR from NG ROUTE, load fuel realistically, and deliberately initiate a go-around at DA on every fifth approach. Vary aircraft: 737 NG for two-engine flap logic, 777 for heavier pitch rates. Goal: one smooth go-around without throttle slam or altitude bust.

Mode behaviour varies by Boeing series and simulator add-on. Real-world crews follow approved FCOM and operator SOP only.