Wow! This thread is a testament to the fact that language is not communication! For both S76Heavy and Steve76:
1) On a cold day, the Cat A takeoff works most easily by using about 10% more torque than hover power.
2) Under the limiting (Hot Day) conditions, when the engine power is least, there is only about 5 to 10% excess power (above hover) whilst doing the takeoff. That is where the procedure was designed, and why it is somewhat uncomfortable at colder days where the power is greater.
3) If you pull full takeoff power in cooler conditions, you have to really exercise the machine to follow the written porcedures, because those procedures were written for hot day.
4) If you pull only 10% torque above hover power on a cool day, the procedure works quite well, is comfortable and will meet the flight manual charts for takeoff dostance and rejected takeoff distance
5) You don't need to pull 100% torque for the procedure to work, try a few during the next training flight, just exercise a land back at CDP while having pulled about 10% more than hover power. You should be able to reject and meet your reject distance anyway. You can just reject on two engines, and land with two, to make the practice safer and easier. Just try to observe your torque on touchdown as being in the ball park for OEI power (about 100% single torque at 826 degrees OEI is like 50% twin torque during practice).
6) If you pull only about 10% torque more than hover power, you don't have to horse the aircraft around and pull 15 degrees nose up just to follow the words in the flight manual. At the slower acceleration, you will more easily capture the 35 knot CDP speed without over shooting.
This is a good thread!!