Concorde is also flown very much on the back of the drag curve on final approach, hence the very high power setting. (c86% N2, quite a lot of thrust at low altitude).. .. .Owing to the nose-high attitude the lift vector from the engines' thrust is significant, but very very much less than 30%.. .. .The practical effects of the above are that you do not consider thinking about even contemplating taking power off above 15ft on landing - the loss of lift vector combined with rapid deceleration from the massive drag will not provide a happy outcome!. .. .Also, when flying with an engine out at low speeds (>350-400kts at tow, say less than 320kts at lw) there is a marked roll input caused by power changes again due to the lift vector proportion of the thrust. This effect is more noticeable as speed reduces.