OK: for those who do not use LVL CHG to retract flaps due to perceived performance problems etc.
Some say you have to use TOGA to maintain obstacle clearance; some say it is to give level acceleration at MFRH to reach Bug UP ASAP and not infringe 5 mins takeoff thrust. Surely that would only be of consequence if at Max Takeoff Thrust not at an assumed temp?
Now: you engage A/P and have a bird strike/engine failure/loss of thrust before MFRH. What do you do with the autopilot and pitch modes?
From a performance point of view you are well above the considered V1 cut climb profile, so all is OK except for the 5mins.
What do you do with a fire? Again you are well above the SE climb profile to MFRA. It is likely you'll shut down the engine and lose thrust before you start the acceleration phase.
We are seeing again that there are differences in operator procedures, even if only slightly. They are all approved by XAA & manufacturer. Back to knowledge of a/c. Many think there is only one way to skin a cat and everything else is wrong. This stems from edited training and slapped wrist every 6 months if you deviate. So, just how educated are todays pilots? Are we seeing repercussions of this dilution in some accidents?