Originally Posted by
john_tullamarine
On the contrary .. much the same in principle .. only the numbers are different.
Thanks John. In response to your earlier question, I can't tell you any more detail as this was copy and paste from internet searches that only found excerpts from the associated AFM.
Originally Posted by
Intruder
...but Boeing sez it just doesn't matter for the 744...
Correct. And the same for the 737 and 727. Actually, in the report Boeing did give the investigators(for 747-200) some performance information showing a small penalty.
Someone posted this about Embraer jets in an earlier PPrune discussion on the subject...
"Normal Takeoff up to 10 kt tailwind: Pilot lines up the airplane on the runway, applies brakes and adjusts thrust to 40% N1, when engines stabilize at 40% N1, releases brakes and advances thrust levers to TOGA detent.
NOTE: For normal takeoff with tailwind up to 10 kt, performance data is valid from the point where takeoff thrust (N1 target) is achieved.
Normal Takeoff with tailwind above 10 kt (If allowed by AFM):
Refer to TAIL WIND TAKEOFF of this section.
Static Takeoff: Pilot lines up the airplane on the runway, applies brakes, adjusts thrust to 40% N1, when engines stabilize at 40% N1, advances thrust levers to TOGA detent. Release the brakes when the takeoff thrust (N1 target) is achieved.
NOTE: Due to the possibility of compressor stall, a static takeoff is not recommended with a crosswind greater than 25 kt.
Rolling Takeoff: Pilot lines up the airplane with the centerline and, if cleared for takeoff, adjusts thrust Levers to 40% N1 without applying the brakes. When engines stabilize at 40% N1, pilot moves thrust levers to TOGA detent.
NOTE: For rolling takeoffs, performance data is valid from the point where takeoff thrust (N1 target) is achieved. "
I guess the bottom line is that some manufacturers consider it and some(perhaps most) don't. And not many airlines take any extra precaution at heavy weights.