Originally Posted by
SmoothOnTop
no.
performance is based on all engines at takeoff (or flex) thrust until V1, then a loss of one engine at V1 and takeoff continued, for instance.
if you reduce thrust on one engine, and have not calculated the increase in acceleration distance required to reach V1,
"oh-oh!"
I'd be willing to bet money he's talking about landings....
and while not a great deal of time is spent teaching the principle in most flight school license mills.... if you had a real instructor (read that as an instructor who was doing more than teaching to build time to take a shiney jet job), they would have introduced you to the principle during your multiengine training. The problem with trying to teach it in light twins is that it really is a skill that isn't required in that type of airplane... actually, short of meeting or exceeding demonstrated crosswind limitations most aircraft don't need this method.
Fast forward to larger jets with poor engine ground clearance issues and the wing low method can be fairly expensive and hard on engines and wing tips... (have you ever seen the old Hong Kong 747 videos?) you will often see a crab carried into the flare followed by a "kick over" for allignment... in this case you may find some old school guys also adding differential power. It can be an effective tool if used correctly, much as the souix city crash/incident was as successfull as it was based primarilly upon the use of differential power.