Originally Posted by
RandomPerson8008
Ok, thanks, so it seems you all are suggesting that the airline may have made up the ICAO/NADP 3,000 ft takeoff limit as well as the initial 3 minute supposition. I understand the airline doesn’t want the engine in takeoff thrust for any longer than necessary for engine reliability. It seems like that alone would be a good enough reason to select CLB thrust when they want us to so I’m not sure why we needed to go through all of this. Thanks for everyone’s help, I’ll go back to radio silence.
The home carrier routinely operates B744/B748 at MTOW out of VHHH, and has done so for nearly 30 years now.
Just like Giant and UPS their standard B744/B748 NADP2 profile is ACCEL: 1000 AGL, THR RED: F5.
When heavy, the 210kt restriction delays flap retraction and therefore thrust reduction at F5. SOP has always been to set THR RED: 2500 or press THR on the MCP when passing 2500’ AGL.