May it be safer to use less power on takeoff?

Discussion in 'Flight Following' started by Bradley W, Nov 11, 2017.

  1. Bradley W

    Bradley W Ejection Handle Pulled

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    Max power is damaging to the engine with readings of well over 100 N1.
    Look at the American in Chicago
     
  2. SkyDog58

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  3. hindsight2020

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    Does the OP know there's no character limit on POA? This isn't twitter....
     
  4. Tarheelpilot

    Tarheelpilot Pattern Altitude

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    Not really sure of the context. What American in Chicago?
     
  5. Zeldman

    Zeldman Final Approach

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    In winter in Alaska I would use 25 squared in the 207 for take off.

    Density altitude in the minus 4000 range.
     
  6. Capt. Geoffrey Thorpe

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    It was written by Ed Gershwin - George's little known (and less traveled) cousin.
     
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  7. Kritchlow

    Kritchlow Final Approach

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    Airliners rarely use max power for takeoff.
     
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  8. Radar Contact

    Radar Contact Cleared for Takeoff

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    Go to 110 percent on the reactor!
     
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  9. GlennAB1

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    Those engines could produce lot more thrust, so technically, they never use max power.
     
  10. drjcustis

    drjcustis Pre-Flight

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    Well, if I️ don’t hit 88 mph, it’s a waste. The flux capacitor never kicks in. The AOA indicator reads zero.


    Sent from my iPad using Tapatalk
     
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  11. Kritchlow

    Kritchlow Final Approach

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    In addition to using "max" power vs the flex power setting, we also have a "thrust bump" button on the throttles. In theory it's suppose to give roughly 7% more power I believe??
    Truth be told I've never used it. We let the FMGC figure it all out and it lets us know what we need.

    Edited to add: it's an A321
     
  12. James331

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    The mighty sled!

    If I have a good amount of room (for a skywagon) I'll still go full power, but leave the prop back a fingers width
     
  13. GRG55

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  14. PaulS

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    They have very specific operating parameters, stay within those parameters and you can run them as hard as warranted.
     
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  15. PaulS

    PaulS Final Approach

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    Ludicrous speed!!
     
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  16. JC150

    JC150 Pre-takeoff checklist

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    I dont know, I just put the thrust levers in the takeoff detent and say "set thrust". As someone mentioned above, we rarely use "max" thrust unless theres windshear or thunderstorms or the ACARS says to do so
     
  17. Fearless Tower

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  18. midlifeflyer

    midlifeflyer Final Approach

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    Funny, I was just speaking with someone about a Turbo Arrow.
     
  19. GlennAB1

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    Having been the "second set of eyes" on numerous engine type, high power adjustment/test, trim runs, I can assure you the engines can produce more than indicated.
    The manufacturer determines what is an acceptable tradeoff for max power vs. reliability.
     
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  20. PaulS

    PaulS Final Approach

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  21. SkyDog58

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  22. GlennAB1

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  23. Stingray Don

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    Might as well go with full rental power
     
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  24. GlennAB1

    GlennAB1 Ejection Handle Pulled

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    100% indicated is based upon factors such as barometric pressure and temperature, its a reference, it is not uncommon for a reading above 100% to be required to achieve take off power. Engine exceedance is another thing. Reaching 105% when 100% is the takeoff setting for conditions could be bad.
     
  25. FormerHangie

    FormerHangie Pattern Altitude

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    I've never flown anything that had enough power where you'd use less than wide open throttle. All my PIC time is behind an 0-235 or 0-320.
     
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  26. Velocity173

    Velocity173 Final Approach

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    Don't know about jets but lots of turbine helos have protection systems in place. In an overspeed, the engine will automatically reduce fuel to a specified lower setting. If temperatures hit a predetermined level, fuel flow will once again be reduced. Torque is generally our enemy and I don't know of any helo that protects for it.

    Also, I think jets are similar in that 100 % really isn't 100 % of what the engine is capable of. It's generally max continuous but the are many that have max continuous above that and many that have transients above it. Even when you accidentally overspeed and engine and hit 117 % Np and ground the aircraft, some geeky mech with a "secret" engine manual comes back and says "nah, my book says as long as you were below 120 % for no more than 10 seconds, you're good." :confused:

    So yeah, you're never really using max power during normal conditions and the engine is designed to operate within the limits of the flight manual.
     
    Last edited: Nov 11, 2017
  27. jordane93

    jordane93 Final Approach

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  28. Clark1961

    Clark1961 Touchdown! Greaser!

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    The anti-Nate has posted
     
  29. jordane93

    jordane93 Final Approach

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  30. JCranford

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    Crashing because you weren't at full power is pretty damaging to the engine too, not to mention the occupants. That's just dumb.
     
  31. DesertNomad

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    R2, try to increase the power!
     
  32. teejayevans

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    WOT, but I give the prop control a 1/4-1/2 turn so not at max RPM, makes it quieter for neighbors, unless I need max performance.
     
  33. Salty

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    Idle is also damaging to the engine, as well as every other power setting. Even car engines wear out from damage built up during use. Better to not run an engine at all.
     
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  34. GlennAB1

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    Damn this traffic jam, hurts my motor to go so slow...
     
  35. Kritchlow

    Kritchlow Final Approach

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    In all honesty in a light airplane just go full power unless you truly know how to do a reduced takeoff. That would require setting the power at a setting for a higher temperature value on the charts that still meet runway and obstacle clearance requirements.

    Too much work / risk without reward for a light airplane. That's why the manufacturer doesn't publish it.
     
  36. mscard88

    mscard88 Touchdown! Greaser!

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    Always used reduced for takeoffs except certain conditions. FADEC controls it, constantly adjusting thrust during takeoff roll.
     
    Last edited: Nov 11, 2017
  37. brian]

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    I use 124% original power on takeoff (from original configuration). Could use a little more.
     
  38. Clark1961

    Clark1961 Touchdown! Greaser!

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  39. MD11Pilot

    MD11Pilot Pre-takeoff checklist

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    We use “max” power for every takeoff. We can change the max by assuming or flexing to a higher takeoff temperature but in essence the takeoff is max for those conditions. For those who are itching to argue that it isn’t a balls full out max, you’re correct...but we have FADEC that controls temps and pressure.

    Now! The one thing I haven’t read in any of these posts about using less than full power is cooling. Pull the power back to a lesser power (please show the data as to the power required) you are pulling the throttle and the carburetor below the power enrichment valve range which now puts you into a leaner mixture and squarely into higher heat and pressures. Injected? Same thing.

    WOT LOP SOP
     
  40. deonb

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    Did you mean 105% ? ...