Reduced thrust takeoffs

[Amish RakeFight]

You left out the part about two shows on Wednesdays and Sundays

For those of you with alittle extra cash, I am available for weddings and bar mitzvahs.

ahhh....he was referring to Gulstream 200.

 

[Flyerjosh]

Cessna unfortunately doesn't provide numbers for flex (at least not for the Citation 500 series). We pull the power off from takeoff thurst passing 200'/V2 +10

 

[Gulfstream 200]

ahhh....he was referring to Gulstream 200.

we will forgive G4G5, he spends a lot of time cramped in a little tube....

 

[AA717driver]

G4G5 and "little tube" in the same sentence? OUCH! TC

 

[Big Picture]

Thanks guys. I have looked at the reduced thrust t/o chart on the Falcon 50 but have never used it. Doesn't sound like anyone else has either.

 

[soarby007]

I fly with one guy in a Westwind who won't go past the minimum N1, if he reaches that, and panics when I push it to the stops. I keep it within Temp and other engine limits. We have the DEECS. There are no published reduced power takeoff minimums, although one instructor I had used to say that you only add a certain percentage to the takeoff roll, based on his experience. My philosophy is to stick with the AFM and if under JSSI, who cares. If one captain uses full power and the other reduced power, what are you gaining? The other important thing to remember is, runway behind you is useless.

 

[fokkerjet]

Falcon 2000, no data for reduced power take-offs. The Fokker does and we use it as much as possible. When you meet the conditions for using FLEX, you can reduce to 75% of rated power. The GV, if I remember correctly, has a fixed FLEX of 75% rated power and the pilot can not change that.

 

[Gumby]

EVERY takeoff is a reduced thrust takeoff in a Falcon.

WOW, look who woke up? I thought maybe you got shanked in the yard, for punchin' it one too many times?

 

[pilotyip]

G 200 that is not true, why last week I made a full power take off in DA-20, I had to the engine heat was on, 1.49 EPR, screaming machine, airplane not pilots. The DA-20 is a mans' airplane, it only flies because of the guy in the seat, non of this wimpy FMS, autopilot, air conditioning, GPS, strobes, TCAS, or EGPWS. Real men learn to fly the DA-20 first.

 

[HawkerF/O]

I fly with one guy in a Westwind who won't go past the minimum N1, if he reaches that, and panics when I push it to the stops. I keep it within Temp and other engine limits. We have the DEECS.

I've flown with guy like that. It Eats me alive. The Computer (DEECS) are much smarter than any of us unless that Engine Computer light is on.

 

[HMR]

I fly with one guy in a Westwind who won't go past the minimum N1, if he reaches that, and panics when I push it to the stops.

Why do so few pilots read the F'ing manual?

I've met at least 2 Westwind captains who adjust the thrust levers back to minimum N1 throughout the takeoff roll.:smash:

 

[Propnose]

We use reduced power settings in the DoJet all the time. We are required to use max thrust when we aer operating out of short runways or if the runway is wet. Also, every 60hrs we are required to go max blast. The N1 is generally about 94% and we put the power levers in Max Climb detent. Even when we are full of pax and bags, it's plenty of power.

 

[SabreFlyR]

Why do so few pilots read the F'ing manual?

I've met at least 2 Westwind captains who adjust the thrust levers back to minimum N1 throughout the takeoff roll.:smash:

What is it with WW guys, I did some contract work for a company that had one guy who was anal about not overshooting the target n1. I tried to explain it to him but it didn't help.

 

[airbaker]

I fly with one guy in a Westwind who won't go past the minimum N1, if he reaches that, and panics when I push it to the stops. I keep it within Temp and other engine limits. We have the DEECS. There are no published reduced power takeoff minimums, although one instructor I had used to say that you only add a certain percentage to the takeoff roll, based on his experience. My philosophy is to stick with the AFM and if under JSSI, who cares. If one captain uses full power and the other reduced power, what are you gaining? The other important thing to remember is, runway behind you is useless.

Just adding food for thought. Most high speed RTOs due to engine problems occur during TOGA takeoffs.

 

[Big Picture]

My philosophy is to stick with the AFM and if under JSSI, who cares. If one captain uses full power and the other reduced power, what are you gaining? The other important thing to remember is, runway behind you is useless.

I suppose the original intention of my question was to see if any of the mx plans give a discount for opertaors using reduced thrust. I would agree that without some sort of incentive, there is little point in going through the trouble of implementing a RT program. I would also add that any program would need full compliance from all pilots to be effective. Further, it would require careful performance analysis, either in-house or 3rd party, to ensure adequate safety margins are maintained.

 

[banned username 2]

The DA-20 is a mans' airplane, it only flies because of the guy in the seat, non of this wimpy FMS, autopilot, air conditioning, GPS, strobes, TCAS, or EGPWS. Real men learn to fly the DA-20 first.

Well I'm glad to see that I am a "Real Man" then... But the Falcon 20 with GE's on it is still a turd... You can shine it up all you want, but if it looks like a turd, smells like a turd and performs like a turd, guess what? It's a Falcon 20 with GE's on it!

 

[fly4kix]

What is it with WW guys, I did some contract work for a company that had one guy who was anal about not overshooting the target n1. I tried to explain it to him but it didn't help.

It's not limited to WW's. Several guys I fly with in LR35 are the same way. As long as you're not over-temping, what's the problem?

 

[pilotyip]

I don't know about N1 in the Garrett, I imagine that it is the primary thrust instrument. But I know on the GE you can damage the engine if you exceed published take off EPR, although you do not exceed temp or compressor RPM limits. It has to do with rated thrust limit and EPR or maybe N1 on the Garrett is the same as a torque limit on a turbo prop.

 

[LegacyDriver]

What is it with WW guys, I did some contract work for a company that had one guy who was anal about not overshooting the target n1. I tried to explain it to him but it didn't help.

Don't feel bad man. I am a walking Embraer encyclopedia... Used to fly with this guy who was a sim instructor and he tried to always pull rank on me because of his credentials. Never mind that he didn't know half the time the correct answer to stuff. I'd explain it to him and get the standard, "That's not the way I remember it," or a simple, "That's not correct."

"It's in the AFM man. Here's a direct quote... If you look it up that's exactly what it says. "

Finally I would have to pull the f'ing book out and show him. Then I would even demonstrate it when able by flipping a switch or pointing to the appropriate indication so he would shut up. He still argued the issue every subsequent time it came up. I think he conveniently forgot the part where I showed it to him. It got to the point I was ready to bash my head through the side window out of frustration.

Some people are just that way I guess...