Originally Posted by
Great Cornholio
What kind of a/c are we talking about here? I have flown the BE 1900, BA 4100, and EMB 145...So nothing close to heavy, but this is new to me. The 1900 didn't use reduced power takeoffs, but both the BA 4100 and EMB 145 we use reduced takeoffs unless we need full power. On both of those planes if we lose an engine the first thing we do is go to full power on the good engine....(the EMB 145 even has a logic that will automatically put the good engine to full power if one is lost during reduced takeoff thrust mode) Our memory items include moving the thrust lever to the full power stop as a backup to the auto logic to make sure the good engine goes to full power.
Oh and for the F18 guy...the amount we reduce thrust by is right around 10% of the thrust so that means we takeoff at 90% thrust (lbs not N1 setting). From what I've noticed it doesn't seem to make a big difference if you reduce or not for the same weight....a bigger difference is felt compared to being light vs heavy.
Depends on the A/C, the information that Jungle posted is correct and you can see on the 767 up to 25% reduced thrust for T/O as a max reduction, the only thing you have to be a little careful with when you have a long aluminum tube behind you is not to venture beyond the 3 degrees/ second rate of rotation since the likelihood of a tail strike at reduced thrust is little higher.
There is also the controllability issue with wing mounted engines because as you apply the remaining thrust, you will have to apply a healthy amount of rudder to compensate, the procedure doesn't call to apply full thrust. It is just one of those handful of things that is a little different when you are flying the heavy Iron