Posts about: "Take-off Thrust" [Posts: 3 Page: 1 of 1]¶

One thing I have noticed on take-off is the way the throttles are handled. Application of take-off thrust is done by slamming the throttles forward rather than the traditional ease them up method used on most other aircraft.

Why.

nomorecatering

...I have noticed...Application of take-off thrust is done by slamming the throttles forward rather than the traditional ease them up method used on most other aircraft...Why...

It does seem rather brutal at first glance doesn't it, especially if you are used to handling piston engines with care!

Firstly however, unlike most jet aircraft, you never set reduced thrust for take-off but always set full power, which on Concorde meant that the throttles had to be fully forward, as far as they would go.

Secondly, you were not actually controlling the engines as directly as you might think. Various control units between the throttles and the engines would electronically regulate everything for you, especially spool-up rates, temperatures and thrust levels, even keeping #4 eng throttled back initially to 88% until reaching 60kts.

In effect, you were really just operating a switch telling the computers to set full take-off power.

And how slowly do you turn on a switch?

notfred ,
Not exactly the same subject, but still brake-related.

Some of the earlier-mentioned items like "3-2-1-NOW", the little 3/4 tab for the afterburners, the "T/O monitor lights" and such, were all due to the fact that it was not possible to run up Concorde to full take-off thrust, light the reheats, check everything, and only then release the brakes.... she would start to slide forward well before full thrust was reached.

Only 185 tons TOW, only ten little wheels... in brief, not enough "grip" to keep almost 70 tons thrust stationary !

CJ