Narrative:

During takeoff-roll and climb out; we noticed what seemed to be reduced performance for our aircraft. All crewmembers are new to the B747-8 and the aircraft was heavy; however; on previous flights a derated takeoff setting was used for heavy weights. Once the aircraft was at a safe altitude; we decided to review the takeoff performance received via ACARS and discovered the thrust setting that had been entered into the FMC was less than the actual data received (FMC input was D-TO2; ACARS takeoff data was d-to assumed 33). I was the international relief officer and was away from the flight deck performing my required duties when the takeoff data was received and entered in the FMC. During my time on the flight deck all company procedures were followed; however; after discussion both the captain and first officer stated they had somehow misinterpreted the data and it was entered incorrectly. I always do my best to review all pertinent information; cross check; and review any concerns with other crewmembers especially when operating as an international relief officer. When I returned to my seat and engines were started; we were required to use runway 34 for the -8 and had to taxi against the flow of other aircraft traffic on the airport; which was using runway 33 for departures. This kept me busy as I helped the captain and first officer keep things straight considering the language barrier and the number of clearances we received to taxi to the other side of the airport. Thus; I didn't get a chance to do a final review of the takeoff data. Other than a longer takeoff roll and reduced climb rate; the takeoff was uneventful.

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Original NASA ASRS Text

Title: B747 pilot reported taking off with an incorrect thrust setting resulting in a longer takeoff and a slower climb out.

Narrative: During takeoff-roll and climb out; we noticed what seemed to be reduced performance for our aircraft. All crewmembers are new to the B747-8 and the aircraft was heavy; however; on previous flights a derated takeoff setting was used for heavy weights. Once the aircraft was at a safe altitude; we decided to review the takeoff performance received via ACARS and discovered the thrust setting that had been entered into the FMC was less than the actual data received (FMC input was D-TO2; ACARS takeoff data was D-TO Assumed 33). I was the International Relief Officer and was away from the flight deck performing my required duties when the takeoff data was received and entered in the FMC. During my time on the flight deck all company procedures were followed; however; after discussion both the Captain and First Officer stated they had somehow misinterpreted the data and it was entered incorrectly. I always do my best to review all pertinent information; cross check; and review any concerns with other crewmembers especially when operating as an International Relief Officer. When I returned to my seat and engines were started; we were required to use runway 34 for the -8 and had to taxi against the flow of other aircraft traffic on the airport; which was using runway 33 for departures. This kept me busy as I helped the Captain and First Officer keep things straight considering the language barrier and the number of clearances we received to taxi to the other side of the airport. Thus; I didn't get a chance to do a final review of the Takeoff data. Other than a longer takeoff roll and reduced climb rate; the takeoff was uneventful.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.