The benefits for using reduced takeoff thrust are many, ranging from lower maintenance and operating costs to improved engine and dispatch reliabilities. Some pilots, however, are apprehensive about using reduced thrust. They are particularly reluctant to use the maximum permissible level of reduced thrust. Two common arguments are (1)If reduced thrust is used, then the airplane will not be able to clear the obstacles if an engine fails during takeoff, and (2)If the maximum allowable assumed temperature is used, then there will be no stopping margin left if the takeoff is aborted. There is the notion that using reduced thrust sacrifices safety. The intent of this discussion is to: (1)Show that reduced thrust performance meets all regulatory requirements (2)Show that the Assumed Temperature method includes inherent extra performance margins (3)Show how to maximize performance margins while maximizing thrust reduction