CCA From Hong Kong, joined Oct 2002, 841 posts, RR: 14
Reply 1, posted (4 years 11 months 6 days 21 hours ago) and read 3812 times:
The throttles are controlled by the PF, the flight engineer is used to set the exact thrust for take-off for example for a RR powered A/C we would set approx 1.2 EPR then approx 1.4 and then with the help of the F/E set the exact take-off thrust, the F/E would trim each throttle independently to get them all the same, you could feel it happening under your hand, all this was done before 80 knots and he would call "thrust set" and remove his hand.
The F/E did the same job during climb and cruise setting the required thrust on each engine independently.
For decent the PF would reduce the thrust to idle and the F/E wouldn't have to touch the throttles again until landing when he holds the thrust levers at idle while while the PF selects reverse thrust.
This may be different to other operators and/or if the A/C had FFRATS.
If you ever have an inoperative A/T on the 744 the PM becomes an F/E and does the job of setting the required thrust during each phase of flight.
Tb727 From United States of America, joined Jun 2005, 1632 posts, RR: 9
Reply 2, posted (4 years 11 months 6 days 19 hours ago) and read 3744 times:
On another old airplane, the 727, we have the PF push the throttles up to 1.4 to stabilize then get it close to Takeoff EPR then call "set max/reduced thrust" then the PNF sets it. At some companies the FE does the final setting. After takeoff during climb out the FE sometimes sets climb thrust when asked for, but normally he is kinda busy and the PNF will get it. It works the same way in the 747, it depends on the operator. We do it our way because we don't want the FE leaning forward during this phase when he could be watching for any abnormalities on the roll.
VC10 From United Kingdom, joined Nov 2001, 1412 posts, RR: 16
Reply 4, posted (4 years 11 months 6 days 9 hours ago) and read 3598 times:
Well the Lockheed Constellation was one and on jets the VC-10 was an aircraft where the F/E had his own set of throttles. As "CCA" stated it perhaps varied from company to company but in BOAC the F/E operated the throttles at all times except perhaps for the last 200ft of the approach when the pilots were allowed to play with them and for reverse.
The engines thought it was a very civilized approach so I am told
747classic From Netherlands, joined Aug 2009, 2199 posts, RR: 14
Reply 8, posted (4 years 10 months 3 weeks 5 days 11 hours ago) and read 3055 times:
Quoting 9VSIO (Reply 7): Did Concorde have a second set, just not on the F/E panel, but aft of the main set of throttle?
No, like the 747 classic, DC10, etc. an extra addition was made to the existing throttles to let the F/E fine tune the engine thrust setting, while the Pilot Flying was able to override the controls when necessary. It's not a separate set of throttles, but an extra control lever at the same throttle quadrant.