HighFlyer9790 From United States of America, joined Jul 2005, 1225 posts, RR: 0 Posted (5 years 4 months 1 week 6 days 16 hours ago) and read 1811 times:
Hello again!
I am wondering how easy the throttles are to manipulate for tiny adjustments like on finals in a commercial aircraft, like anything from a 737 to 744. Is there a tension adjustment like in a cessna? are the throttles as easy to move like a push/pull type?
Ryanair737 From , joined Dec 1969, posts, RR: Reply 1, posted (5 years 4 months 1 week 6 days 15 hours ago) and read 1791 times:
A few years back I got into the cockpit of a Ryanair 737-800 on the ground and the Captain said you can have a play around. So I was moving the control column, rudder pedals etc. when it came to the throttles they were extremely stiff to operate, I was very surprised. Compared to the PA38 which I fly I find the throttle too easy to move and therefore the throttle friction knob is useful to stiffen it up a bit. I'm not sure if they have these in commercial airliners, but like I said from my experience in the 738 the throttles were very stiff.
Of course on airbuses that’s a different story, those guys have it easy!
Doug_Or From United States of America, joined Mar 2000, 3038 posts, RR: 4 Reply 3, posted (5 years 4 months 1 week 6 days 13 hours ago) and read 1731 times:
All the commercial aircraft I've ever been on had a friction adjusment for the throttles (I assume thats what you meant by tension).
474218 From United States of America, joined Oct 2005, 6340 posts, RR: 11 Reply 4, posted (5 years 4 months 1 week 6 days 13 hours ago) and read 1721 times:
The L-1011 throttles have maximum pull or push limits of 1.5 lbs. each or 4.5 lbs. for all three, and there is no adjustment. The throttle cables systems are equipped with tension regulators that keep a constant tension of the cable throughout the flight profile.
SlamClick From United States of America, joined Nov 2003, 10039 posts, RR: 75 Reply 5, posted (5 years 4 months 1 week 6 days 12 hours ago) and read 1706 times:
The Airbus, as alluded to above, has thrust levers that actually function more as electrical switches. The autothrust system has full authority from just above idle up to the position set on the thrust lever. egCLB (climb power or TOGA (takeoff or go-around thrust) You actually can set them in a no-detent position below CLB but the system will only have authority up the the position shown by the TLA (thrust-lever angle) indicators on the upper screen.
Like most jets, they move pretty easily but firmly and stay where you leave them unlike Twin Beeches and DC-3s.
Happiness is not seeing another trite Ste. Maarten photo all week long.
Fr8mech From United States of America, joined Sep 2005, 3059 posts, RR: 7 Reply 6, posted (5 years 4 months 1 week 6 days 12 hours ago) and read 1706 times:
Ahhh, the general, all inclusive. The last aircraft I was on with a friction lock, adjustable by the crew, was a B727.
Aircraft I know don't have a friction lock: L1011, DC8, B747, B757, B767, A300, MD11.
The amount of force neccessary to move the throttle varies from aircraft type to aircraft type. No AMM's available right now, but I believe the DC8 is 8lbs max.
When seconds count...the authorities are minutes away!
Doug_Or From United States of America, joined Mar 2000, 3038 posts, RR: 4 Reply 7, posted (5 years 4 months 1 week 6 days 12 hours ago) and read 1704 times:
Quoting Doug_Or (Reply 3): All the commercial aircraft I've ever been
come on now, I had an additional qulaifier (though I should have added that they didn't amount to much)
MD11Fanatic From United States of America, joined Oct 2006, 81 posts, RR: 0 Reply 8, posted (5 years 4 months 1 week 6 days 7 hours ago) and read 1626 times:
I got to fool around in a KC-10 about a month ago and in the process we did just about everything short of pulling the starter switches on the engines. I played a lot with the AT and the N1 button as well as manually manipulating the throttle levers and I found them to be a lot stiffer than I had initially thought.
ThePinnacleKid From United States of America, joined Feb 2005, 644 posts, RR: 10 Reply 10, posted (5 years 4 months 1 week 5 days 11 hours ago) and read 1444 times:
You can see the thrust levers on the ERJ have a friction adjust knob. It is the black knob in between the thrust levers at the idle position... directly ahead of the FADEC Thrust Rating buttons...
I find it to be really easy to just ever so slightly adjust the thrust levers.. only big difference with a jet thrust levers vs. a prop's throttles is you have to remember to WAIT for the change... it is not an instantaneous power change... if you don't wait to see what you get.. you'll just be going back and forth with the thrust levers all day long till you're blue in the face. Once you get used to this though... man, you can make an adjustment to gain or lose a a knot or two easy... makes flying a general speed old school.. you fly the exact number.. if tgt is 137 on final.. i'll fly 137.. give or take 1 or 2 knots...
CosmicCruiser From United States of America, joined Feb 2005, 2045 posts, RR: 18 Reply 11, posted (5 years 4 months 1 week 5 days 1 hour ago) and read 1316 times:
The DC-10s could be easy or stiff from plane to plane depending on age and cleanliness. The Md-11s are quite sensitive and in taxi the slightest movement is all that's needed.
Wing From Turkey, joined Oct 2000, 1551 posts, RR: 27 Reply 12, posted (5 years 4 months 1 week 4 days 22 hours ago) and read 1295 times:
As far as the tiny adjustments goes you can make N1 Adjustments in 1 N1 increments eg:55 to 56 N1 both in normal and single engine flying.The friction of the throttles are not the same on all airplanes,sometimes the levers feels hard like it needs to be oiled up while others feels fine.
On 320 the tiny adjustments are made by the Auto thrust system according to the airplanes energy status.In the event of loss of AP and AT (eg:a dual FMGS failure),you can fly the airplane and its thrust levers maually just like any other airplane.
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