Power set or thrust set ?
Thread Starter
Power set or thrust set ?
Curious to see, we call out ‘power set’ after take off power is reached and ‘power loss’ in the event of a significant reduction or engine failure
Never call out which engine until going through the checklist prior to shutdown
What are your call outs in this regime ?
Never call out which engine until going through the checklist prior to shutdown
What are your call outs in this regime ?
Regional Airline, Turboprop.
Normal ops - Capt advances power levers, calls for FO to “set power” via the CTOT system. FO engages the system and responds “Power Set” when it is. (Other call outs omitted for simplicity).
Normal ops - Capt advances power levers, calls for FO to “set power” via the CTOT system. FO engages the system and responds “Power Set” when it is. (Other call outs omitted for simplicity).
Power matters for propeller aircraft. Thrust matters for jet aircraft.
Everything after that is nit-pic.
Everything after that is nit-pic.
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Looking back at aircraft flown over the years, it does seem like power was the tuboprop wording "Max Power" and thrust was the jet terminology. Certainly thrust was never used in the turboprop world in my experience.
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Who gives a damm ? The particular bit of mouth music you use in your SOP is of little relevance as long as the engines are correctly set for take off and both pilots understand what has happened.
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Completely agree with this.
For the sake of the argument though: "Power" for both DHC-6 and -8. Thrust set for A320. So yes, it seems power for turboprops and thrust for jets
For the sake of the argument though: "Power" for both DHC-6 and -8. Thrust set for A320. So yes, it seems power for turboprops and thrust for jets
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For the sake of the argument though: "Power" for both DHC-6 and -8. Thrust set for A320. So yes, it seems power for turboprops and thrust for jets
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Still on take-off thrust, anyone with an idea why we advance thrust levers to 40%, or around 50% for some jets, before setting the full takeoff thrust? Anyone know of any other reasons apart from engine thermal stabilization and making sure that both engines are spooling at the same rate? I can't seem to find any other reasons online...
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As far as power transmitted to the airframe, a turboprop at standstill gives the same as a jet at standstill: zero.
The power across the shaft (torque X rpm) is quite high, on the other hand.
Still on take-off thrust, anyone with an idea why we advance thrust levers to 40%, or around 50% for some jets, before setting the full takeoff thrust? Anyone know of any other reasons apart from engine thermal stabilization and making sure that both engines are spooling at the same rate? I can't seem to find any other reasons online...
By advancing the thrust levers to some mid-thrust position gets away from that slow idle response regime that is characteristics of turbines. So the procedure is to set a mid N1/EPR, let the engines stabilize, then advance to TO (or engage autothrottle). Simples.
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Still on take-off thrust, anyone with an idea why we advance thrust levers to 40%, or around 50% for some jets, before setting the full takeoff thrust? Anyone know of any other reasons apart from engine thermal stabilization and making sure that both engines are spooling at the same rate? I can't seem to find any other reasons online...