1. Usually on turbofan, FADEC controlled engines, this shift in EPR or N1 ensures the EGT/ITT margin between that required for the calculated thrust and MAX egt is maintained, all the way from static application of power with no ram air effect all the way to V2. Helps extend engine life without compromising the thrust you need for takeoff on X length runway.
2. All engines EPR/N1 have reached thrust command bug. Anything after the associated thrust set call is scheduled by FADEC or a failure/stall/surge. Use the time between 'set' and V1 to monitor everything else!!
In other words, has the engine reached the commanded thrust by setting the thrust lever in the gate?
Last edited by darkbarly; 18th Sep 2012 at 23:39.
Reason: typo