Both Pilots Move Throttle

I'm pretty sure it's industry wide, the "throttle hold". I like seeing it, both pilots holding the throttles together, it has an almost mystical, almost erotic quality. Like holding hands and together touching the metal beast, their benefactor and nemesis at once. An act of prayer and at the same time an act of domination: Humans, side by side, taming Ether, launching into the Blue where they do not really belong, but are determined and destined to go.

Practicing to be a romance writer, are we Bindolaf?

Having the PNF (Pilot Not Flying) hold the throttles on takeoff is purely a safety practice. Back in the days of large prop planes, it was learned that it was a fairly easy mistake for pilots to unconsiously retard the throttles as they were reaching around the cockpit, changing switches and doing other tasks during the takeoff climb. As CRM came into being, one of the techiques was to have the PNF act as a physical check to make sure that did not happen.

It could be a critical problem in the days of heavily laden prop aircraft flying at the margins of their max gross weight. Reduced power, especially that which induced asymetric thrust could spoil a pilot's afternoon.

I think this is a regulation only issue by certain airlines. I remember watching a Swiss Air disaster on ACI once, and it mentioned that Swiss Air made it mandatory for both pilots to advance the throttles upon takeoff. The fact that they emphasized "Swiss Air" makes me think its not a universal procedure.

The fact that they emphasized "Swiss Air" makes me think its not a universal procedure.

Not at all a universal practsce. I've been watching alot of cockpit videos during take off and never seen both pilots throtteling up together. 😉

In addition to Don's post another reason you may see both pilots handling the throttles is, if not using autothrottle, the PF will advance the throttles to what he believes is x%. As he is monitoring the TO the PNF adjusts the thrust to be even and at the correct %N1 or EPR.
Many airlines do not use this because setting of thrust is automated. Different systems on different ac, additionally SOP's change from one airline to another. On the 752 the PF will set the thrust levers to near vertical (approx 1.2 EPR) once stabilised a call is made to set power PNF presses the EPR button and then it is a case of monitoring everything is happening as it should. PF will keep his hand on the throttles until V1 then both hands go to the control column to avoid closing the throttles should there be an alert.

Thanks for the input guys. Bindolaf, that was a very eloquent response and I agree with every word. 😀