Thanks to ALL for your input...
The last operation I flew the 76 in used the hover +10% method.
No problems.
Here we have no set figure and is is always a discussion point when one of my trainees goes for a checkride and applies "Takeoff power" and the subsequent 15 degrees nose down. Our op's manual calls for 5 degrees nose down as a limit so it always raises the eyebrows.
Some guys have all been briefed to pull to max takeoff power (100% if available) by other training pilots.
Typically during the recurrent training I do with them, I limit the power to a TQ of 75% (eg..) to simulate a heavier power limited aircraft, so the excess power thing is not a factor. However, during the ride there is no limit imposed, so the guys pull until they reach the first engine limit.
Yesterday, I got into the Flight Safety manual after looking in Ops and aircraft books and looked for a definition of "takeoff power".
The flight safety manual refers to a chart in the performance(?) section which calcuates your max TQ for a Cat A departure based on the OAT, PA etc etc...
Typically if you are a 1000ft AMSL you can expect an 85 to 95% (roughly) TQ limit from temperatures of 20 to 30 degrees celsius.
That is your "Takeoff power".
Nowhere in the books is there an suggested limit for the aircrafts nose down attitude. An engine failure with 10 to 15 degrees nose down, before CDP is something I will try with another training pilot sometime. I think with a reasonable amount of inertia in the airframe, that transitioning into a nose up position should be achieveable considering you only have to get to level with the horizon and have 1200 odd feet of run on landing area ahead. Its a lot easier in practice than in actual thou....
Thanks again to all replies....
Steve76
