787 engine failure procedure
just a quick survey for the 787 engine failure procedure. In my outfit, SOPs dictate that all take offs must be optimized therefore using assumed temperature and derate, and we follow Boeing's recommendation not to advance thrust levers or press to/ga after rotation.I find however that the performance after rotation is extremely limited. On the Sim climbing at 100 fpm until flap retraction only to see that the plane can climb at 1000fpm after CON kicks in doesn't feel right. Don't want to think how it feels on a hot day at MTOW in real conditions....Any comments, Ideas?