Originally Posted by
JohnBurke
I've never seen the lever left aft, multiple airlines, multiple corporate, multiple charter, fractional, AMCI, government, flight safety, simuflite, yada, yada. Piston horizontally opposed, radial small and large, turboprops, turbojets, turbojets.
Once the engine is secured, the position of that thrust lever makes no difference so far as the operation of the engine; as soon as it's secured, I want to know so I can have my throttle/power lever/thrust lever back. I want the same first full of throttles for operations. We're aware that an engine is out, but I'm pushing them all up together, pulling them all back together. Procedure complete, here's your thrust lever is a way of signifying that the engine is secure and that problem is handled.
And by leaving the inop at idle, you are defeating other safety systems, like gear warning, etc. I've never taught or seen this practice of leaving the inop at idle...just that people get so used to "simulating" by leaving one at or near idle that they think this is what they should do in the real situation. Like pushing both up at the first sign of loss of power, stuff that people often "train not to do" because of how they implement the simulated or simulator scenario.