When are you allowed to put your hand back on thrust levers after V1?
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Devil's advocate- if you get windshear at 100ft and your hand isn't on the thrust levers, what precludes you from reaching over and grabbing them?
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old habits
I would think this is a hangover from the days big pistons were around. You kept your hands near or on the power levers in case they vibrated closed. Too tight a friction nut could inhibit the closing of the throttle in case of fire in these petrol fed monsters. People today are so used to jets and paraffin fuels they forget how tight performance and safety margins used to be.
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About the Engine anti ice thing on the Airbus: the reason the manufacturer wrote such SOP is that as soon as you turn ONE engine antiice on a MEMO will appear: ENG ANTIICE ON.
Turning only one on would create a trap in making you believe they are both on before takeoff, the phase in which they are really needed.
They privileged the safest solution between two contrasting requirements.
Turning only one on would create a trap in making you believe they are both on before takeoff, the phase in which they are really needed.
They privileged the safest solution between two contrasting requirements.
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Having said that, I'm amazed too at how many replies there have been to my question.
Thanks to all for that!
Once again, automation, aircraft type or moving/not moving thrust levers have nothing to do with my original concern.
I'm a fanatical advocate of tactile feedback, and that's why I despise Airbus.
Keep your hand on the thrust levers as much as possible, but please, NOT DURING THE FIRST 400FT!!!
Your hand there is dangerous, and that's why you HAVE to REMOVE it at V1!
Thank you,
LEM
Thanks to all for that!
Once again, automation, aircraft type or moving/not moving thrust levers have nothing to do with my original concern.
I'm a fanatical advocate of tactile feedback, and that's why I despise Airbus.
Keep your hand on the thrust levers as much as possible, but please, NOT DURING THE FIRST 400FT!!!
Your hand there is dangerous, and that's why you HAVE to REMOVE it at V1!
Thank you,
LEM
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From FCTM: « The Flight crew can easily and intuitively monitor the energy of the aircraft via current energy cues (speed, speed trend, engine parameters), and not via ambiguous thrust levers movement. »
And I could not agree more, in a glitch of an eye you know exactly what your engines are doing.
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83 (eighty-three) post of discussion for something I though common practice on most types/manufacturers. I am aghast.
I really don't see the need of putting back your hand on the throttles after liftoff in "normal" ops, assumed you took it off at or prior to V1 of course.
Maybe you could guard the TLs, after 400ft, if you want to be extra careful and verify that reaching the trust reduction altitude (or elevation, name it) the autothrottle gives you a climb setting. Once the latter is established there's no need for touching.
I really don't see the need of putting back your hand on the throttles after liftoff in "normal" ops, assumed you took it off at or prior to V1 of course.
Maybe you could guard the TLs, after 400ft, if you want to be extra careful and verify that reaching the trust reduction altitude (or elevation, name it) the autothrottle gives you a climb setting. Once the latter is established there's no need for touching.
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About the Engine anti ice thing on the Airbus: the reason the manufacturer wrote such SOP is that as soon as you turn ONE engine antiice on a MEMO will appear: ENG ANTIICE ON.
Turning only one on would create a trap in making you believe they are both on before takeoff, the phase in which they are really needed.
They privileged the safest solution between two contrasting requirements.
Turning only one on would create a trap in making you believe they are both on before takeoff, the phase in which they are really needed.
They privileged the safest solution between two contrasting requirements.
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The only time I had problem with the brakes was during my base flight. When I released the parking brake, the Ecam memo was still showing "Parking brake" and the triple indicator was also showing pressure but the handle was definitely set to off and the orange light on the nose gear was also still on. The ecam memo is always the reality but not the switches, at least from my experience and that's what I was told during my type rating. It's true tho in case of engine anti ice, you can't be sure it's on for both engines unless you look at the actual switches or the engines EPR/N1 limits discrepancy 
. Saying that, guys looking down at the flaps levers , or gears levers for instance to confirm the position are doing the check incorrectly. the correct flaps or gears setting is confirmed by looking at the ecam or the landing gear indicator lights only. Except during cockpit preparation to confirm the levers match the correct gears/flaps position.
. Saying that, guys looking down at the flaps levers , or gears levers for instance to confirm the position are doing the check incorrectly. the correct flaps or gears setting is confirmed by looking at the ecam or the landing gear indicator lights only. Except during cockpit preparation to confirm the levers match the correct gears/flaps position.
Last edited by pineteam; 2nd May 2018 at 11:34. Reason: typo + one sentence
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It surprises me how often people set the parking brake but don’t check the tripple indicator.
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It’s been discussed before and I will repeat myself but even if I agree that having auto throttle has its advantages, the way Airbus has designed its instruments, you really don’t need them.
From FCTM: « The Flight crew can easily and intuitively monitor the energy of the aircraft via current energy cues (speed, speed trend, engine parameters), and not via ambiguous thrust levers movement. »
And I could not agree more, in a glitch of an eye you know exactly what your engines are doing.
From FCTM: « The Flight crew can easily and intuitively monitor the energy of the aircraft via current energy cues (speed, speed trend, engine parameters), and not via ambiguous thrust levers movement. »
And I could not agree more, in a glitch of an eye you know exactly what your engines are doing.
With moving throttles, the throttle movement tells you what the engines are going to do. Many pilots like that information, particularly during final approach/landing. Not normally needed during climb/cruise.
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Agreed. Although I'll admit that perhaps because they don't move, I tend to be more aware of my N1 in the bus. Putting a little motor beneath the levers wouldn't have killed Airbus though.
