I have FS2Crew and when I'm running the flows after take off and climbing I'm suppose to mention "Climb Thrust" to my FO, who replies -- "Climb Thrust Set".

 

What exactly is climb thrust and what is "set"?

 

Thanks,

 

Ben Lim

Climb thrust is a reduction from full take off power to a slightly lower power setting to be used in the climb that occurs shortly after takeoff. You'll notice the change from TO or D-TO (depending on whether you used a de-rate or not) to CLB above the engine display on the Upper EICAS. The "setting" of climb thrust depends on what value you enter on page 2 of the TAKEOFF REF page of the FMS, by default I think climb thrust is set at 1500AGL. The CLB thrust limit gradually bleeds away as you climb higher. You can check the limit by looking on the Upper EICAS or the N1 LIMIT page of the FMS.

 

See if you can hear the reduction from TO power to CLB power when it occurs after takeoff: (yes it's a T7 but the logic is still the same)

 

Climb thrust, basically is the thrust setting which is engaged once ACCEL HT (acceleration height) is reached. By default this value in NGX is 1500 AGL, but you can change it via TAKEOFF REF, page 2 in the CDU.

 

 

See if you can hear the reduction from TO power to CLB power when it occurs after takeoff: (yes it's a T7 but the logic is still the same)

 

 

Ohhhh, that engine "roarrr" and seconds later the "pitch down sound", is almost sexy, hehe :Drooling:

I have FS2Crew and when I'm running the flows after take off and climbing I'm suppose to mention "Climb Thrust" to my FO, who replies -- "Climb Thrust Set".

 

What exactly is climb thrust and what is "set"?

 

By the way, it's not a call-action, it's a call-confirmation.

All you're doing is taking a look at the EICAS and confirming it says CLB.

If you see CLB, you say "climb thrust."

F/O confirms with "climb thrust set."

 

Although the guys above touched on it, all it's really doing is adjusting the limits on the engine for the phase of flight. Higher limits are appropriate for takeoffs/go-arounds, but are harder on the engine. A reduction of the limit prolongs engine life, which is what CLB thrust is all about.

 

That's a really high-level explanation of it, but that's the gist of it.

Thanks for all the useful info. I suppose noise abatement also plays a role in your climb thrust setting?

I suppose noise abatement also plays a role in your climb thrust setting?

 

Unfortunately yes. This is the reason for NADP. There are a few YouTube videos out there explaining them, but the long and short of it is that you adjust the settings on the TAKEOFF page to meet the NADP requirements. I'd recommend an internet search, however. Most of YouTube is second-hand info, which may or may not be correct. Even wikipedia is more accurate in many cases.*

 

*Contrary to popular belief, wikipedia gets more peer review than many "professional" sources, so it's not as Wild West inaccurate as people think. Since it would be a little backwards for me to say that, and not cite something, here ya go: http://news.cnet.com/2100-1038_3-5997332.html

Accel Ht isn't the same as Thrust Reduction Height, although they may be the same.

 

For example, on NADP-1, Thrust Reduction occurs normally at 1500 AGL and Acceleration at 3000 AGL.

 

My company uses NADP-2 almost exclusively and does both at 1000 AGL.