Max. Take-off Weight (structural limit) is 169785 pounds.

Ah! So it was at RTOW! Got it, thanks.

Gysbreght, I don't get what you are trying to say. At what weight the aircraft departed doesn't say anything about which thrust setting was used.

Ask Wizo, he got it.

It's not really relevant for the topic. The 151,600 pounds limit could be because of derate. Or maybe they took off with full thrust. I am not familiar with LGA, Airbus or it's performance.

Fact is: 1000s of reduced thrust takeoffs are being made every day where a dual flame out due to bird strike is a (minuscule) potential risk. However, it is not a risk that legally needs to be accounted for.

So again, what are you trying to say? That reduced thrust takeoffs are unsafe because they reduce your margin?

SE, L/G DOWN GO AROUND performance
 

Maybe a bit off topic, but will post anyway.
B-777 & B-787 AOM and QRH insists that the crew check the Single Engine Go Around capability WITH the GEAR EXTENDED.
QRH Performance section give climb data for GEAR DOWN FLAPS 20 and GEAR DOWN FLAPS 30 Single engine performance.
I cannot find any reference to certification of airplanes go around performance with and engine shut down and the gear left down.
Our AOM for the B-777 dictates the use of flaps 20 for single engine approach as long as performance permits (I interprets that as a stopping performance), hence the G/A configuration is Flaps 5.
To confuse the issue further, the checking of gear down, single engine Go around performance was only required for Auto Lands. Now it is for all approaches.
When raising the question at fleet meetings I am told it is "a B777/B787 thing".