A330 Thrust reduction altitude
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Join Date: Nov 2010
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Hi again, few months have lapsed but recently came across an A330 FCOM perf section; any comments from 330 flyers?
From page PER-TOF-THR-FLX-30 P 1/.....
‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.‐ The flexible takeoff N1 cannot be lower than the Max Climb N1 at the same flight conditions.
From page PER-TOF-THR-FLX-30 P 1/.....
‐ Thrust must not be reduced by more than 25 % of the full rated takeoff thrust.‐ The flexible takeoff N1 cannot be lower than the Max Climb N1 at the same flight conditions.
Join Date: Mar 1999
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At my previous employer (which features a large purple goat on the tail) it was SOP to set D2 climb as part of the FMGS setup unless particularly heavy - and it was very common for the guys to clear the derate and go to normal full power climb shortly after thrust reduction.
Sometimes with a heavy amount of flex on takeoff and a D2 climb set, there is virtually no change in the engine power / engine noise at thrust reduction altitude, as you move from the MCT to CLB detent.
I suspect the power increase you're hearing is not actually the "thrust reduction" move from MCT to CLB detent - it's a few seconds later when the pilots clear the D2 climb and it powers up to normal climb.
Sometimes with a heavy amount of flex on takeoff and a D2 climb set, there is virtually no change in the engine power / engine noise at thrust reduction altitude, as you move from the MCT to CLB detent.
I suspect the power increase you're hearing is not actually the "thrust reduction" move from MCT to CLB detent - it's a few seconds later when the pilots clear the D2 climb and it powers up to normal climb.
