However the levers do physically move forward and the EPR indication should spool up when the TO/GA button is pressed. Many moons ago, one of my instrument instructors was insistent on physical verification of control status even in light(er) aircraft. You didn’t take your hand off the gear lever until you saw 3 green. On takeoff or go-around, especially go-around, you kept one hand on the throttle levers until after positive rate of climb was achieved. Had the PF here had that practice, the accident would not have occurred. That said, if the TO/GA button is unavailable in a given flight mode, a more obvious verbal annunciation of that mode should be made by the aircraft.
> On takeoff or go-around, especially go-around, you kept one hand on the throttle levers until after positive rate of climb was achieved.
On multi-engine jets, common training is to remove your hand from the throttle at V1 (takeoff decision speed). Most problems after that speed are to be taken airborne and dealt with there.
Nod, and they changed their training to make many of those changes after this accident - one of about 40 changes.
Definitely one of those ‘if the PIC had been a little more paranoid, and a bunch of other rare/weird things had not happened, it would have been fine’ type accidents. The first officer was supposed to also verify things, but the specific step wasn’t in the training either, and wasn’t normally applicable because of the TO/GA automation.
Luckily no loss of life from the crash directly. If the firefighters had listened to prior crash issues and fixed them in their own response, likely no firefighters would have died either.
