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  #11  
Old 04-10-2021, 10:51 AM
Flying Canuck Flying Canuck is offline
 
Join Date: Jan 2015
Location: Red Deer, Alberta, Canada
Posts: 518
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For me it is an IFR with autopilot thing - only for use when doing a coupled approach with VNAV. Pressing the GO AROUND button does a couple of things, the most important is it changes the autopilot mode from a descent to a climb. In my configuration it starts an IAS climb at current IAS. The other change it does is change from NAV mode to TRK mode using the final approach course, this isn't all that helpful as I'd have to reselect NAV if I want the autopilot to fly the published missed approach procedure.
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Claude Pitre
RV-9A #91081, C-GCPT
Dynon SkyView HDX, IO-320 and WW 200RV C/S. Flying as of August 6, 2018

Added GPS 175 and authorized for IFR April 1, 2021

Interactive map of all of my flights here
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  #12  
Old 04-10-2021, 10:56 AM
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Foghorn Foghorn is offline
 
Join Date: Feb 2018
Location: Virginia Beach
Posts: 193
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What exactly is the TOGA button doing?

Are you getting command bars with track and climb for a missed or is it just sequencing the approach (RNAV APP)? Can you use it for takeoff?

I have a GRT Sport EX and GPS175 that talk to each other. My TOGA button is connected to the 175 which makes me think itís just for sequencing. Anyone else flying this setup? Iím not flying yet.

Thanks,
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RV8 Fastback (Tomís Dream) - Building (N767TS)
C195 (Red Dawg) - Flying (N4469C)
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  #13  
Old 04-10-2021, 10:59 AM
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climberrn climberrn is offline
 
Join Date: Oct 2008
Location: Carson City, NV
Posts: 593
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Mounted mine between the throttle and prop knobs. Stein sells a nice one that is small, and 2 separate poles for 2 devices. It takes more force to push it than you would expect, and has a solid click so you know it has been activated.
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  #14  
Old 04-10-2021, 12:14 PM
lr172 lr172 is offline
 
Join Date: Oct 2013
Location: Schaumburg, IL
Posts: 5,958
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Quote:
Originally Posted by Taltruda View Post
Why not between the throttle and the Prop knobs? Close enough to the throttle that on a missed approach, you can push it without taking your hand off the throttle, yet out of the way that you arenít hitting it by accident?
That's where mine is, though I still havent used it yet.
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  #15  
Old 04-10-2021, 01:04 PM
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Rick_A Rick_A is offline
 
Join Date: Oct 2005
Location: Jacksonville, FL
Posts: 1,543
Default TOGA not just for IFR

I use to TOGA on every flight, it’s part of my pre-taxi check list.

Pressing TOGA, brings up the Flight Director scoreboard. I then dial in my initial heading (runway heading if I’m VFR) and initial altitude (1000 above ground if VFR)

My goal is to keep the autopilot sync’d with the flight even while hand flying. This way, if I engage the AP I know what it’s going to do.

BTW. My TOGA button is just to the right of the mixture but on the panel. So actually it is just to the right of the GMC 307.
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Last edited by Rick_A : 04-10-2021 at 01:07 PM.
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  #16  
Old 04-10-2021, 06:09 PM
Latech15 Latech15 is offline
 
Join Date: Apr 2018
Location: louisiana
Posts: 165
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Iím glad somebody else asked. Iíve never had a toga button and had no idea what it is useful for.

Seems like really limited uses for the way I fly.
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  #17  
Old 04-10-2021, 06:43 PM
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KeithB KeithB is offline
 
Join Date: Mar 2014
Location: Granbury, TX
Posts: 297
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TOGA is primarily for autopilot coupled approaches, and going missed. When I hit TOGA (really just Go Around in this scenario) at the missed approach point on the approach, the autopilot (Garmin for me) goes to pitch mode up 7į (programmable to the airplane) and wings level - the only other pilot task is punch the throttle. This stops the descent and commences a climb. The GTN is automatically sequenced for the missed approach, and the pilot chooses the next navigation mode - usually NAV to activate the missed approach but could be HDG. The TOGA button just simplifies the workload.

TO in TOGA is Take Off and it can be used in this mode as well. Line up on the runway, press TOGA and the AP goes pitch up and wings level. Hit the throttle, use your rudders to stay centered, once you rotate hit the AP button and then switch to the flight plan at your convenience.
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RV-14A Builder - kit #136
N314KC - First flight Mar 8, 2017, 24th in the air, >700 hrs
XP-400 Aero Sport Power, replaced with Lyc Thunderbolt 390
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  #18  
Old 04-11-2021, 06:18 PM
Drum Drum is offline
 
Join Date: Dec 2017
Location: Southport, CT
Posts: 27
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My TO/GA is SPST switch on throttle which grounds inputs from GMC 507 and GTN. The inputs from those devices each have diodes in-line to prevent one device affecting the other. If you are using a DPST switch you don't need the diodes because those signals would be separated. I just couldn't find a DPST which would fit on my throttle. I think there are other threads on this subject on the forum.
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  #19  
Old 04-11-2021, 08:12 PM
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Ed_Wischmeyer Ed_Wischmeyer is offline
 
Join Date: May 2005
Location: Savannah, GA
Posts: 1,426
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On my plane, all the power stuff was grouped close together by an upstream builder / owner, and I've come to really appreciate it. Here's what I'd do next time:
* Throttle/prop/mixture not hanging below the panel for more stretch out room on a long flight
* Fuel pump as a rocker switch between throttle and prop
* Flaps always go to the right of the power knobs. This is / should be the standard location, per FAR 23. Yes, we don't have to comply with FAR 23, but human factors and muscle memory still apply. "It's an experimental and you can do what you want, but you might sometime end up paying an unexpected and high price."
* Carb heat / alt air to the left of the throttle is the standard location.
* TO/GA in the vicinity of the throttle, like above/left/whatever, depending.

To reply (redundantly) to a previous question, the TO/GA button:
* Sets the flight director and autopilot (if engaged) to wings level and a programmed amount of nose up. When I was getting the autopilot dialed in, I learned to fly final approach IFR at 80 KIAS (yes, a bit fast) so that when I hit TO/GA, I wouldn't bleed off too much speed before getting the power in. If you put power in first, you can get an illusion of pitch up from acceleration -- the term is somatogravic illusion. I also changed the TO/GA pitch attitude to a relatively shallow 3į up to limit the pitch sensations and airspeed bleed off. But then again, I'll adjust the climb angle (pitch or vertical speed setting) right after hitting TO/GA.
* TO/GA also tells the GTN navigator to start the missed approach procedure. Here's a GOTCHA, though -- the autopilot is till in TO/GA (pitch up/wings level), so you have to tell the autopilot to fly NAV. A previous poster said sometimes HDG mode, but the one time (yes, I need to practice more) I flew a published miss using the autopilot flying the GTN, it intercepted and flew the ground track corresponding to heading from the runway.
* Here's a potentially bad idea that I may abandon -- if I've flown an approach with the GTN providing guidance, once I'm completely on the ground, I'll hit TO/GA so that the GTN will not raise a racket and ask if I want to go around or not. If I ever fly an airplane with autothrottle, this technique is guaranteed to generate negative transfer. But what are the odds I'll win the lottery before old age grounds me...
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RV-9A at KSAV (Savannah, GA; dual G3X Touch with autopilot, GTN650, GTX330ES, GDL52 ADSB-In)
Previously RV-4, RV-8, RV-8A, AirCam, Cessna 175
ATP CFII PhD, so I have no excuses when I screw up
Too many safety posts purged without notice...

Last edited by Ed_Wischmeyer : 04-11-2021 at 08:15 PM.
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  #20  
Old 04-12-2021, 09:52 AM
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Tankerpilot75 Tankerpilot75 is offline
 
Join Date: Jan 2015
Location: Oklahoma City, OK
Posts: 625
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Frankly when Iím flying a coupled approach and execute a GA I used the ďMissedĒ button on the EFIS after Iíve added power and started my clean up.

However, if I was to add a TOGA button I believe the ideal placement would be on the control stick since my hand never, ever leaves the stick. I use military style grips with six possible grip switches available. I would think one of those switches could be used for this purpose if I was so inclined.

However all of my GAs are accomplished A/P off since my first inclination after power application is to disconnect the A/P using the A/P disconnect button on my grip and fly the GA manually. There are a number of configuration and power changes occurring during this critical phase of flight and I want to be in control of the aircraft - not the autopilot.
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Jim Harris, ATP, T38, EC/KC-135A/E/R, 2008 RV7A, 2nd owner, N523RM (2015)
Superior XPIO-360, Hartzel CS prop, Dual GRT Horizon WS, EIS, Garmin 340, 335 w/WAAS gps, Dual 430s (non-WAAS), TruTrak 385 A/P with auto-level & auto-trim, Tosten 6 button Military Grips, FlightBox wired to WS, Dynon D10A w/battery backup, 406 MHz ELT. Custom Interior, New TS Flightline hoses, Great POH!
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