Power set or thrust set ?

[stilton]

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 ?

[Intruder]

"80 knots, thrust set."

"Engine failure" or "Engine fire"

[AmarokGTI]

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).

[tdracer]

Power matters for propeller aircraft. Thrust matters for jet aircraft.
Everything after that is nit-pic.

[Fursty Ferret]

*cough* TPR *cough*

[JammedStab]

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.

[A and C]

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.

[ImbracableCrunk]

You could say almost anything as long as the callout is SOP and indications are correct and checked.

Make turns for V2+20!

V2+20 aye, Captain.

[ahramin]

Originally Posted by ImbracableCrunk

You could say almost anything as long as the callout is SOP and indications are correct and checked.

Make turns for V2+20!

V2+20 aye, Captain.

Brilliant!

[Escape Path]

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

[Escape Path]

Originally Posted by A and C

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.

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

[LADAN 2ALPHA]

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...

[dook]

Bear in mind that a turbofan or turbojet engine at high or max thrust is producing zero power if the aeroplane is not moving, unlike a turboprop.

[JayMatlock]

Originally Posted by dook

Bear in mind that a turbofan or turbojet engine at high or max thrust is producing zero power if the aeroplane is not moving, unlike a turboprop.

It depends which power you are talking about.

[Vessbot]

Originally Posted by dook

Bear in mind that a turbofan or turbojet engine at high or max thrust is producing zero power if the aeroplane is not moving, unlike a turboprop.

You're mixing "power" measured at different places.

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.

[illini90]

Power

We use throttle hold, thrust normal on the 737

[tdracer]

Originally Posted by LADAN 2ALPHA

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...

It's because turbine engines accelerating from idle tend to accelerate slowly and often at different rates. If you set takeoff thrust (or power) from idle, if the turbines don't accelerate at the same rate you can get a massive thrust asymmetry and associated yaw - much more than can be overcome by the rudder at low speed. Either abort, or go off the side...
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.

[KenV]

Originally Posted by LADAN 2ALPHA

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...

To avoid assymmetric spool up of the engines and the resulting yaw at low airspeed where the rudder has no power.

[rogerg]

We used to use "smoke on" BAC1-11

[Pugilistic Animus]

Forget power and thrust...just say "Pour on the coals"

British pilots taught me that one