Obviously some different theories abound, having flown the B747-400, 757-200 and 767-300ER, different companies, the rule was always the same, never reduce TO power below CLB power. I was comfortable with that! :)

I don't fly Boeings but I can tell you that a full flex take off with the 380-800 gives about 62% Thrust and at 'Thrust Reduction' it will actually increase to a value based on the 'Derate Climb' selected in the FMS (EA engines). So we could easily get a 15 to 20% thrust increase for the climb.

As long as all performance requirements are met then it works for me:ok:

How about we wait for facts before condemning crews and entire airlines. Oh wait, I forgot for a second that this was pprune.

I would accept that under almost all other circumstances but when an Airline has as much history of occurences as Atlas/Polar the right to innocent before proved guilty is diminished. The management of this company clearly does not address the root causes of the safety issues they have. I am surprised that the Chinese with the Aviation standards they set allow this Airline into Shanghai.

It can be down to what the operator pays Boeing for the derate 777-300ER can be 40% giving an assumed temperature of around 76deg, (aircraft virtually empty) but if you've got full thrust climb in the climb page at thrust reduction the thrust levers will go forward and give more thrust, weird to see. (Old SOP to always have full climb, days of expensive fuel)

The 777-200 F and LR with a max derate of 25% empty gives excessive exceleration (trend vector of 80kts) and higher than normal pitch attitudes after TO, great to get the power off at 1000ft if you don't fly these aircraft empty regularly.

Never saw it on the 75/76 never had the pleasure of the 747.

Cheers Enos

HAHAHAHAHA....good one panda...I'm surprised with the high standards the Chinese themselves operate to, they're allowed out of China!!!