Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year)

Ground Operations

If nose wheel “scrubbing” occurs while turning, reduce steering angle and/or taxi

speed. Avoid stopping the airplane in a turn as excessive thrust is required to start

taxiing again.

Differential thrust may be required at high weights during tight turns. This should

only be used as required to maintain the desired speed in the turn. After

completing a turn, center the nose wheels and allow the airplane to roll straight

ahead. This relieves stresses in the main and nose gear structure prior to stopping.

Turning Radius and Gear Tracking

During all turning maneuvers, crews should be aware of their position relative to

the nose and main landing gear. The pilot seat position being forward of the nose

wheels and main gear is depicted in the tables in this chapter.

As the following diagram illustrates, while the airplane is turning, the main gear

tracks inside the nose gear. The smaller the radius of the turn, the greater the

distance that the main gear tracks inside the nose gear and the greater the need to

steer the nose gear outside of the taxi path (oversteer).

Nose gear track

Main gear tracks

(near centerline)

2.6

Ground Operations

Visual Cues and Techniques for Turning while Taxiing

The following visual cues assume the pilot’s seat is adjusted for proper eye

position. The following techniques also assume a typical taxiway width. Since

there are many combinations of turn angles, taxiway widths, fillet sizes and

taxiway surface conditions, pilot judgment must dictate the point of turn initiation

and the amount of nose wheel steering wheel required for each turn. Except for

turns less than approximately 30°, speed should be 10 knots or less prior to turn

entry. For all turns, keep in mind the main gear are located behind the nose wheels,

which causes them to track inside the nose wheels during turns. The pilot position

being forward of the nose wheels and main gear is depicted in the table below.

Model

Pilot Seat Position

(forward of nose gear)

(forward of main gear

feet (meters)

feet (meters))

737 - 600

5.25

(1.6)

42 (12.8)

737 - 700

5.25

(1.6)

47 (14.3)

737 - 800

5.25

(1.6)

56 (17.1)

737 - 900

5.25

(1.6)

62 (18.9)

Turns less than 90 degrees

Use a technique similar to other large airplanes: steer the nose wheels far enough

beyond the centerline of the turn to keep the main gear close to the centerline.

Turns of 90 degrees or more

Initiate the turn as the intersecting taxiway centerline (or intended exit point)

approaches approximately the center of the number 3 window. Initially use

approximately full nose wheel steering wheel displacement. Adjust the steering

wheel input as the airplane turns to keep the nose wheels outside of the taxiway

centerline, near the outside radius of the turn. Nearing turn completion, when the

main gear are clear of the inside radius, gradually release the steering wheel input

as the airplane lines up with the intersecting taxiway centerline or intended taxi

path.

Turns of 180 Degrees

If the available taxi surface is narrow, coordination with ATC and ground support

personnel may be required to complete the operation safely. Reference special

aerodrome operating instructions, if available. In some cases (e.g., heavy weight,

pilot uncertainty of runway and/or taxiway pavement edge locations and related

safety margins, nearby construction, vehicles, potential FOD damage, etc.),

towing the airplane to the desired location may be the safest option.

2.7

Ground Operations

If a minimum radius 180° turn is necessary, consider using the ground crew to

monitor the wheel path and provide relevant information as the turn progresses.

The ground crew should be warned of the risk associated with jet blast and

position themselves to avoid the hazard. Also ensure that obstacle clearance

requirements are met. Since more than idle thrust is required, the flight crew must

be aware of buildings or other objects in the area being swept by jet blast during

the turn.

Note: Monitor the nose gear track closely, as it will leave the pavement in the turn

before the main gear.

Approach the edge of the taxi surface at a shallow angle until the outboard side of

the main gear wheels are near the edge. The main gear are just inside the engine

nacelles. Maneuver to keep the engine nacelles over the prepared surfaces.

Note: Painted runway markings are slippery when wet and may cause skidding

of the nose gear during the turn.

Turning radius can be reduced by following a few specific taxi techniques. Taxi

the airplane so that the main gear tires are close to the runway edge.This provides

more runway surface to make the turn. Stop the airplane completely with the thrust

at idle. Hold the nose wheel steering wheel to the maximum steering angle, release

the brakes, then add thrust on the outboard engine. Only use the engine on the

outboard side of the turn and maintain 5 to 10 knots during the turn to minimize

turn radius. Light intermittent braking on the inside main gear helps decrease turn

radius. Stopping the airplane in a turn is not recommended unless required to

reduce the turn radius. As the airplane passes through 90° of turn, steer to place

the main gear approximately on the runway centerline, then gradually reduce the

nose wheel steering wheel input as required to align the airplane with the new

direction of taxi. These actions result in a low speed turn and less runway being

used. Wind, slope, runway or taxiway surface conditions, and center of gravity

may also affect the turning radius.

The following diagrams show suggested airplane ground tracks for minimum

radius 180° turns with various runway turnaround configurations. These ground

tracks provide the best maneuver capability while providing the maximum

runway length available for takeoff at the completion of the turn. However, this

type of maneuvering is normally not required unless operating on runways less

than 148 feet (45m) in width.

2.8

Ground Operations

Techniques when using a Circular Turnaround

When turn completion

Use momentary

is assured and main

application of inside

gear are on the runway

brakes, as needed

centerline, steer toward

runway centerline.

When abeam center of the

turnaround, stop the

airplane, apply full steering

wheel then add thrust to

maintain 5 to 10 knots

during the turn.

After entering the

turnaround, turn to align

Steer to maintain flight

airplane near opposite

deck over edge of taxi

side of circular

surface. Maintain 5 to 10

turnaround

knots.

Align airplane

near runway edge

Note: Follow turnaround

steering guidance

cues if available

2.9

Ground Operations

Techniques when using a Hammerhead Turnaround

Note: Follow turnaround

steering guidance

cues if available

Align airplane

near runway edge

When turn completion

is assured and main

gear are on the runway

centerline, steer toward

runway centerline.

After entering the

turnaround, turn to

Steer to place the nose

align airplane near

wheels near the edge

opposite side of

of the taxi surface

circular turnaround

Use momentary

When abeam center of

application of inside

the turnaround, stop the

brakes, as needed

airplane, apply full

steering wheel, then add

thrust to maintain 5 to

10 knots during the turn.

Taxi - Adverse Weather

Taxi under adverse weather conditions requires more awareness of surface

conditions.

2.11

Ground Operations

When taxiing on a slippery or contaminated surface, particularly with strong

crosswinds, use reduced speeds. Use of differential engine thrust assists in

maintaining airplane momentum through the turn. When nearing turn completion,

placing both engines to idle thrust reduces the potential for nose gear skidding.

Avoid using large nose wheel steering inputs to correct for skidding. Differential

braking may be more effective than nose wheel steering on slippery or

contaminated surfaces. If speed is excessive, reduce speed prior to initiating a

turn.

Note: A slippery surface is any surface where the braking capability is less than

that on a dry surface. Therefore, a surface is considered “slippery” when it

is wet or contaminated with ice, standing water, slush, snow or any other

deposit that results in reduced braking capability.

During cold weather operations, nose gear steering should be exercised in both

directions during taxi. This circulates warm hydraulic fluid through the steering

cylinders and minimizes the steering lag caused by low temperatures. If icing

conditions are present, use anti-ice as required by the FCOM.

During prolonged ground operations, periodic engine run-ups should be

accomplished to minimize ice build-up. These engine run-ups should be

performed as defined in the FCOM.

Engine exhaust may form ice on the ramp and takeoff areas of the runway, or blow

snow or slush which may freeze on airplane surfaces. If the taxi route is through

slush or standing water in low temperatures, or if precipitation is falling with

temperatures below freezing, taxi with flaps up. Extended or prolonged taxi times

in heavy snow may necessitate de-icing prior to takeoff.

To reduce the possibility of flap damage after making an approach in icing

conditions or landing on a runway covered with snow or slush, do not retract the

flaps to less than 15 until the flap area has been checked for debris by

maintenance.

Low Visibility

Pilots need a working knowledge of airport surface lighting, markings, and signs

for low visibility taxi operations. Understanding the functions and procedures to

be used with stop bar lights, ILS critical area markings, holding points, and low

visibility taxi routes is essential to conducting safe operations. Many airports have

special procedures for low visibility operations. For example, airports operating

under FAA criteria with takeoff and landing minimums below 1200ft (350m) RVR

are required to have a low visibility taxi plan.

2.12

Ground Operations

Taxi - One Engine

Because of additional operational procedural requirements and crew workload,

taxiing out for flight with an engine shut down is not recommended. High bypass

engines require warm up prior to applying takeoff thrust and cool down prior to

shutting down. If the engine has been shut down for several hours, it is desirable

to operate at as low a thrust setting as practical for several minutes prior to takeoff.

If an engine is shutdown during taxi in after flight, the crew must be aware of

systems requirements, (hydraulics, brakes, electrical). The APU should be

operating while taxiing with an engine shutdown. If possible, make minimum

radius turns in a direction that puts the operating engine on the outside of the turn.

In operational environments such as uphill slope, soft asphalt, high gross weights,

congested ramp areas, and wet/slippery ramps and taxiways, taxi with both

engines operating.

2.13

Takeoff and Initial Climb

Chapter 3

Table of Contents

Section TOC

3.TOC Takeoff and Initial Climb-Table of Contents

Preface

3.1

Takeoff

3.2

Takeoff Profile

3.2

Takeoff - General

3.3

Thrust Management

3.3

Initiating Takeoff Roll

3.3

Rotation and Liftoff - All Engines

3.7

Effect of Rotation Speed and Pitch Rate on Liftoff

3.10

Center-Of-Gravity (CG) Effects

3.11

Crosswind Takeoff

3.12

Takeoff Crosswind Guidelines

3.12

Directional Control

3.13

Rotation and Takeoff

3.13

Gusty Wind and Strong Crosswind Conditions

3.13

Reduced Thrust Takeoff

3.14

Assumed Temperature Method (ATM)

3.14

Fixed Derate

3.15

Combination Fixed Derate and ATM

3.15

Improved Climb Performance Takeoff

3.15

Low Visibility Takeoff

3.16

Adverse Runway Conditions

3.16

Effect of Deicing/Anti-Icing Fluids on Takeoff

3.17

Federal Aviation Regulation (FAR) Takeoff Field Length

3.17

FAR Takeoff

3.18

3.TOC.1

Takeoff and Initial Climb -

Table of Contents

Rejected Takeoff Decision

3.19

Rejected Takeoff Maneuver

3.20

Go/Stop Decision Near V1

3.20

RTO Execution Operational Margins

3.21

Initial Climb - All Engines

3.24

Minimum Fuel Operation - Takeoff

3.24

Immediate Turn after Takeoff - All Engines

3.24

Roll Modes

3.25

Autopilot Engagement

3.25

Flap Retraction Schedule

3.25

Noise Abatement Takeoff

3.26

Takeoff - Engine Failure

3.27

General

3.27

Engine Failure Recognition

3.27

Rotation and Liftoff - One Engine Inoperative

3.27

Initial Climb - One Engine Inoperative

3.31

Immediate Turn after Takeoff - One Engine Inoperative

3.31

Autopilot Engagement - One Engine Inoperative

3.31

Flap Retraction - One Engine Inoperative

3.32

Flaps Up - One Engine Inoperative

3.32

Noise Abatement - One Engine Inoperative

3.32

Engine Failure During an ATM Takeoff

3.32

Engine Failure During a Fixed Derate Takeoff

3.33

Engine Failure During a Combined Takeoff

3.33

3.TOC.2

Takeoff and Initial Climb

Takeoff - General

Normal takeoff procedures satisfy typical noise abatement requirements. Some

airports may have special procedures which require modification of the takeoff

profile.

As part of the before start procedure, review the TAKEOFF REF page to ensure

the entries are correct and the preflight is complete. Ensure V2 is set on the MCP.

The map display, map range and LEGS page sequence should be consistent with

the departure procedure.

Review the LEGS page for any climb constraints. Ensure the CLB page contains

the appropriate altitude and airspeed restrictions consistent with the departure

procedure.

Note: The lower center MFD is normally blank for takeoff to reduce display of

unnecessary information.

Although flaps up speed to 3,000 feet is generally recommended for noise

abatement reasons, it may not be required except at heavy weights. At lighter

weights the performance of the airplane is such that 3,000 feet is usually reached

before flap retraction is complete.

The PF should normally display the TAKEOFF REF page. To reduce heads down

activity, climb constraint modification immediately after takeoff should normally

be accomplished on the mode control panel. Modify the CLB page when workload

permits. The PM should display the LEGS page of the FMC for departure to allow

timely route modification if necessary.

Thrust Management

The Electronic Engine Control (EEC) simplifies thrust management procedures.

Having the EEC functioning does not relieve the pilots from monitoring the

engine parameters and verifying proper thrust is obtained.

High thrust settings from jet engine blast over unpaved surfaces or thin asphalt

pavement intended only to support occasional airplane movements can cause

structural blast damage from loose rocks, dislodged asphalt pieces, and other

foreign objects. Ensure run ups and takeoff operations are only conducted over

well maintained paved surfaces and runways.

Initiating Takeoff Roll

Autothrottle and flight director use is recommended for all takeoffs. However, do

not follow F/D commands until after liftoff.

3.3

Takeoff and Initial Climb

A rolling takeoff procedure is recommended for setting takeoff thrust. It expedites

the takeoff and reduces the risk of foreign object damage or engine surge/stall due

to a tailwind or crosswind. Flight test and analysis prove that the change in takeoff

roll distance due to the rolling takeoff procedure is negligible when compared to

a standing takeoff.

Rolling takeoffs are accomplished in two ways:

• if cleared for takeoff before or while entering the runway, maintain

normal taxi speed. When the airplane is aligned with the runway

centerline ensure the nose wheel steering wheel is released and apply

takeoff thrust by advancing the thrust levers to just above idle (40%N1).

Allow the engines to stabilize momentarily then promptly advance the

thrust levers to takeoff thrust (autothrottle TO/GA). There is no need to

stop the airplane before increasing thrust.

• if holding in position on the runway, ensure the nose wheel steering wheel

is released, release brakes, then apply takeoff thrust as described above.

Note: Brakes are not normally held with thrust above idle unless a static run-up

in icing conditions is required.

A standing takeoff procedure may be accomplished by holding the brakes until the

engines are stabilized, ensure the nose wheel steering wheel is released, then

release the brakes and promptly advance the thrust levers to takeoff thrust

(autothrottle TO/GA).

Allowing the engines to stabilize provides uniform engine acceleration to takeoff

thrust and minimizes directional control problems. This is particularly important

if crosswinds exist or the runway surface is slippery. The exact initial setting is not

as important as setting symmetrical thrust.

Note: Allowing the engines to stabilize for more than approximately 2 seconds

before advancing thrust levers to takeoff thrust may adversely affect

takeoff distance.

If thrust is to be set manually, smoothly advance thrust levers toward takeoff

thrust. Final thrust adjustments should be made, with reference to the digital

readouts, by 60 knots.

During takeoff, if an engine exceedance occurs after thrust is set and the decision

is made to continue the takeoff, do not retard the thrust lever in an attempt to

control the exceedance. Retarding the thrust levers after thrust is set invalidates

takeoff performance. When the PF judges that altitude (minimum 400 feet AGL)

and airspeed are acceptable, the thrust lever should be retarded until the

exceedance is within limits and the appropriate NNC accomplished.

3.4

Takeoff and Initial Climb

Use of the nose wheel steering wheel is not recommended above 30 knots.

However, pilots must use caution when using the nose wheel steering wheel above

20 knots to avoid over-controlling the nose wheels resulting in possible loss of

directional control. Limited circumstances such as inoperative rudder pedal

steering may require the use of the nose wheel steering wheel at low speeds during

takeoff and landing when the rudder is not effective. Reference the airplane

Dispatch Deviations Guide (DDG) for more information concerning operation

with rudder pedal steering inoperative.

Light forward pressure is held on the control column. Keep the airplane on

centerline with rudder pedal steering and rudder. The rudder becomes effective

between 40 and 60 knots. Maximum nose wheel steering effectiveness is available

when above taxi speeds by using rudder pedal steering.

Regardless of which pilot is making the takeoff, the captain should keep one hand

on the thrust levers until V1 in order to respond quickly to a rejected takeoff

condition. After V1, the captain’s hand should be removed from the thrust levers.

The PM should monitor engine instruments and airspeed indications during the

takeoff roll and announce any abnormalities. The PM should announce passing 80

knots and the PF should verify that his airspeed indicator is in agreement.

A pitot system blocked by protective covers or foreign objects can result in no

airspeed indication, or airspeed indications that vary between instruments. It is

important that aircrews ensure airspeed indicators are functioning and reasonable

at the 80 knot callout. If the accuracy of either primary airspeed indication is in

question, reference the standby airspeed indicator. Another source of speed

information is the ground speed indication. Early recognition of a malfunction is

important in making a sound go/stop decision. Refer to the Airspeed Unreliable

section in chapter 8 for an expanded discussion of this subject.

The PM should verify that takeoff thrust has been set and the throttle hold mode

(THR HLD) is engaged. A momentary autothrottle overshoot of 4% N1 may occur

but thrust should stabilize at +/- 2% N1, after THR HLD. Thrust should be

adjusted by the PM, if required, to - 0% + 1% target N1. Once THR HLD

annunciates, the autothrottle cannot change thrust lever position, but thrust levers

can be positioned manually. The THR HLD mode remains engaged until another

thrust mode is selected.

Note: Takeoff into headwind of 20 knots or greater may result in THR HLD

before the autothrottle can make final thrust adjustments.

3.5

Takeoff and Initial Climb

The THR HLD mode protects against thrust lever movement if a system fault

occurs. Lack of the THR HLD annunciation means the protective feature may not

be active. If THR HLD annunciation does not appear, no crew action is required

unless a subsequent system fault causes unwanted thrust lever movement. As with

any autothrottle malfunction, the autothrottle should then be disconnected and

desired thrust set manually.

If full thrust is desired when THR HLD mode is displayed, the thrust levers must

be manually advanced. When making a V1(MCG)-limited takeoff, do not exceed

the fixed derate thrust limit except in an emergency.

After the airplane is in the air, pushing a TO/GA switch advances the thrust to

maximum available thrust and TO/GA is annunciated.

Initiating Takeoff Roll Using HUD System

Normal procedures apply, however, pilots must be aware that the captain’s

attention is devoted almost exclusively to outside/HUD cues. This requires that

the first officer’s attention be devoted to head down instruments more than during

the normal takeoff roll.

The captain monitors the takeoff roll by using visual cues and HUD symbology.

Use HUD guidance symbology, runway lighting and runway markings to maintain

runway centerline. Rotate using the airplane reference symbol on the HUD.

3.6

Takeoff and Initial Climb

Rotation and Liftoff - All Engines

Takeoff speeds are established based on minimum control speed, stall speed, and

tail clearance margins. Shorter bodied airplanes are normally governed by stall

speed margin while longer bodied airplanes are normally limited by tail clearance

margin. When a smooth continuous rotation is initiated at VR, tail clearance

margin is assured because computed takeoff speeds depicted in the QRH, airport

analysis, or FMC, are developed to provide adequate tail clearance.

Above 80 knots, relax the forward control column pressure to the neutral position.

For optimum takeoff and initial climb performance, initiate a smooth continuous

rotation at VR toward 15° of pitch attitude. The use of stabilizer trim during

rotation is not recommended. After liftoff use the flight director as the primary

pitch reference cross checking indicated airspeed and other flight instruments.

Note: Do not adjust takeoff speeds or rotation rates to compensate for increased

body length.

With a consistent rotation technique, where the pilot uses approximately equal

control forces and similar visual cues, the resultant rotation rate differs slightly

depending upon airplane body length.

Using the technique above, liftoff attitude is achieved in approximately 3 to 4

seconds. Resultant rotation rates vary from 2 to 3 degrees/second with rates being

lowest on longer airplanes.

Note: The flight director pitch command is not used for rotation.

Typical Rotation, All Engines

The following figure shows typical rotation with all engines operating.

Liftoff

+ 15

V R

15-16°

35 ft.

7 - 9°

6.5

Time Seconds

Retract the landing gear after a positive rate of climb is indicated on the altimeter.

Retract flaps in accordance with the technique described in this chapter.

3.7

Takeoff and Initial Climb

Typical Takeoff Tail Clearance

The following diagram and table show the effect of flap position on liftoff pitch

attitude and minimum tail clearance during takeoff. Additionally, the last column

shows the pitch attitude for tail contact with wheels on the runway and landing

gear struts extended. For a discussion of tail strike procedures see chapter 8 and

the FCOM.

Tail clearance height

TYPICAL

V R

V LOF

Gear height

Time

Min. tail clearance

Model

Flap

Liftoff Attitude

Minimum Tail

Tail Strike Pitch

(degrees)

Clearance

Attitude

inches (cm)

(degrees)

737-600

9.0

28 (71)

9.0

28 (71)

8.8

29 (73)

16.2

8.7

30 (76)

8.6

32 (81)

737-700

9.1

29 (73)

9.1

29 (73)

8.9

30 (76)

14.7

8.7

31 (79)

8.5

32 (81)

3.8

Takeoff and Initial Climb

Model

Flap

Liftoff Attitude

Minimum Tail

Tail Strike Pitch

(degrees)

Clearance

Attitude

inches (cm)

(degrees)

737-800

8.2

20 (51)

8.2

20 (51)

8.0

22 (56)

11.0

7.8

23 (58)

7.6

25 (64)

737-900

7.7

20 (51)

7.6

20 (51)

7.4

22 (56)

10.0

7.2

23 (58)

7.0

25 (64)

Note: Flaps 1 and 5 (-800/900) takeoffs have the least clearance. Consider

using a larger flap setting for takeoffs at light gross weights.

Because of the short fuselage, aft fuselage contact is unlikely in the

737-600.

3.9

Takeoff and Initial Climb

Effect of Rotation Speed and Pitch Rate on Liftoff

Takeoff and initial climb performance depend on rotating at the correct airspeed

and proper rate to the rotation target attitude. Early or rapid rotation may cause a

tail strike. Late, slow, or under-rotation increases takeoff ground roll. Any

improper rotation decreases initial climb flight path.

An improper rotation can have an effect on the command speed after liftoff. If the

rotation is delayed beyond V2 + 20, the speed commanded by the flight director

is rotation speed up to a maximum of V2 + 25. An earlier liftoff does not affect the

commanded initial climb speed, however, either case degrades overall takeoff

performance.

The following diagram shows how a slow or under rotation during takeoff

increases the distance to a height of 35 feet compared to a normal rotation.

Slow or Under Rotation (Typical)

Liftoff

35'

Normal rotation

Liftoff

35'

Slow rotation

(1° per sec slower than normal)

Up to 1000’

Liftoff

35'

Under rotation

(Rotate to 5° less than target)

Up to 200’

3.10

Takeoff and Initial Climb

Center-Of-Gravity (CG) Effects

When taking off at light weight and with an aft CG, the combination of full thrust,

rapid thrust application, and sudden brake release may tend to pitch the nose up,

reducing nosewheel steering effectiveness. With CG at or near the aft limit,

maintain forward pressure on the control column until 80 knots to increase

nosewheel steering effectiveness. Above 80 knots, relax the forward control

column pressure to the neutral position. At light weight and aft CG, use of reduced

thrust and rolling takeoff technique is recommended whenever possible. The

rudder becomes effective between 40 and 60 knots.

Operation with Alternate Forward Center of Gravity Limit for Takeoff

Takeoff performance is based on the forward CG limitations as defined in the

AFM. However, takeoff performance can be improved by taking credit for an

alternate (further aft) forward CG limit if shown in the AFM. Use of this data

provides higher performance-limited takeoff weights than the basic AFM

performance data.

Typically alternate forward CG is used to increase performance-limited takeoff

weight for field length, climb or obstacle limited departures. Another potential

benefit of alternate forward CG is to allow greater thrust reduction which

increases engine reliability and reduces engine maintenance costs. However, this

improved performance capability is only available if the airline has the certified

data in their AFM and has approval from their regulatory agency to operate the

airplane at an alternate forward CG limit.

A more aft CG increases the lift available at a given angle of attack due to the

reduction in nose up trim required from the horizontal stabilizer. This allows VR

and V2 to be reduced, which in turn reduces the field length required for takeoff.

Reduction in field length required can also permit an increased field length limited

weight. In most instances this reduction in nose up trim also results in a decrease

in drag which improves the airplane’s climb capability.

Note: The FMC calculated takeoff speeds and QRH takeoff speeds are not valid

for operations using alternate forward CG. Takeoff speeds must be

calculated using alternate forward CG performance data normally

provided by dispatch or flight operations.

3.11

Takeoff and Initial Climb

Crosswind Takeoff

The crosswind guidelines shown below were derived through flight test data,

engineering analysis, and flight simulator evaluations.

Note: Engine surge can occur with a strong crosswind component if takeoff

thrust is set before brake release. Therefore, the rolling takeoff procedure

is strongly advised when crosswinds exceed 20 knots.

Takeoff Crosswind Guidelines

Crosswind guidelines are not considered limitations. Crosswind guidelines are

provided to assist operators in establishing their own crosswind policies.

Takeoff crosswind guidelines are based on the most adverse airplane loading (light

weight and aft center of gravity) and assume an engine out RTO and proper pilot

technique. On slippery runways, crosswind guidelines are a function of runway

surface condition.

Crosswind - Knots*

Runway Condition

without / with winglets

Dry

36 / 34

Wet

Standing Water/Slush

Snow - No Melting **

Ice - No Melting **

*Winds measured at 33 feet (10 m) tower height and apply for runways 148 feet

(45m) or greater in width.

** Takeoff on untreated ice or snow should only be attempted when no melting is

present.

3.12

Takeoff and Initial Climb

Directional Control

Initial runway alignment and smooth symmetrical thrust application result in good

crosswind control capability during takeoff. Light forward pressure on the control

column during the initial phase of takeoff roll (below approximately 80 knots)

increases nose wheel steering effectiveness. Any deviation from the centerline

during thrust application should be countered with immediate smooth and positive

control inputs. Smooth rudder control inputs combined with small control wheel

inputs result in a normal takeoff with no overcontrolling. Large control wheel

inputs can have an adverse effect on directional control near V1(MCG) due to the

additional drag of the extended spoilers.

Note: With wet or slippery runway conditions, the PM should give special

attention to ensuring the engines have symmetrically balanced thrust

indications.

Rotation and Takeoff

Maintain wings level during the takeoff roll by applying control wheel

displacement into the wind. During rotation continue to apply control wheel in the

displaced position to keep the wings level during liftoff. The airplane is in a

sideslip with crossed controls at this point. A slow, smooth recovery from this

sideslip is accomplished after liftoff by slowly neutralizing the control wheel and

rudder pedals.

Gusty Wind and Strong Crosswind Conditions

For takeoff in gusty or strong crosswind conditions, use of a higher thrust setting

than the minimum required is recommended. When the prevailing wind is at or

near 90° to the runway, the possibility of wind shifts resulting in gusty tailwind

components during rotation or liftoff increases. During this condition, consider the

use of thrust settings close to or at maximum takeoff thrust. The use of a higher

takeoff thrust setting reduces the required runway length and minimizes the

airplane exposure to gusty conditions during rotation, liftoff, and initial climb.

3.13

Takeoff and Initial Climb

Avoid rotation during a gust. If a gust is experienced near VR, as indicated by

stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. This

slight delay allows the airplane additional time to accelerate through the gust and

the resulting additional airspeed improves the tail clearance margin. Do not rotate

early or use a higher than normal rotation rate in an attempt to clear the ground

and reduce the gust effect because this reduces tail clearance margins. Limit

control wheel input to that required to keep the wings level. Use of excessive

control wheel may cause spoilers to rise which has the effect of reducing tail

clearance. All of these factors provide maximum energy to accelerate through

gusts while maintaining tail clearance margins at liftoff. The airplane is in a

sideslip with crossed controls at this point. A slow, smooth recovery from this

sideslip is accomplished after liftoff by slowly neutralizing the control wheel and

rudder pedals.

Reduced Thrust Takeoff

Many operators prefer a less than maximum thrust takeoff whenever performance

limits and noise abatement procedures permit. The reduced thrust takeoff lowers

EGT and extends engine life.

The reduced thrust takeoff may be done using the Assumed Temperature Method,

a Fixed Derate, or a combination of both. Regardless of the method, use the

takeoff speeds provided by the airport analysis, FMC (if available), QRH (PI

chapter), Flight Planning and Performance Manual (FPPM), AFM, or other

approved source corresponding to the assumed (higher) temperature and/or

selected derate.

Assumed Temperature Method (ATM)

This method achieves a takeoff thrust less than the maximum takeoff thrust by

assuming a temperature that is higher than the actual temperature. The thrust

reduction authorized by most regulatory agencies is limited to 25% below the

maximum takeoff thrust.

The primary thrust setting parameter (N1) is not considered a limitation. If

conditions are encountered during the takeoff where additional thrust is desired,

such as windshear, the crew should not hesitate to manually advance thrust levers

to maximum takeoff thrust.

The assumed temperature method of computing reduced thrust takeoff

performance is always conservative and provides performance equal to or better

than the performance obtained if actually operating at the assumed temperature.

This is because the true airspeed of the airplane is lower than would be the case if

the actual temperature were equal to the assumed temperature.

3.14

Takeoff and Initial Climb

Do not use the ATM if conditions that affect braking such as a runway

contaminated by slush, snow, standing water, or ice exist, or if potential windshear

conditions exist. ATM procedures are allowed on a wet runway if suitable

performance accountability is made for the increased stopping distance on a wet

surface.

Note: An increase in elevator column force during rotation and initial climb may

be required for ATM takeoffs.

Fixed Derate

This method uses a takeoff thrust less than maximum takeoff thrust for which

complete and independent performance data are provided in the AFM. Derated

thrust is obtained by selection of a fixed takeoff derate in the FMC.

The fixed derate is considered a limitation for takeoff. Thrust levers should not be

advanced beyond the fixed derate limit unless conditions are encountered during

the takeoff where additional thrust is needed on both engines, such as windshear.

A thrust increase following an engine failure could result in a loss of directional

control.

Note: Although fixed derate takeoffs are permitted on wet or contaminated

runways, provided takeoff performance accounts for runway surface

conditions, they are not recommended if potential windshear conditions

exist.

Combination Fixed Derate and ATM

This method uses a takeoff thrust less than the fixed derate takeoff thrust by first

selecting a fixed takeoff derate from the FMC. This derate takeoff thrust is then

further reduced by assuming a temperature that is higher than the actual

temperature. In this case, the thrust reduction authorized by most regulatory

agencies is limited to 25% below the derated takeoff thrust.

Improved Climb Performance Takeoff

When not field length limited, an increased climb limit weight is achieved by

using the excess field length to accelerate to higher takeoff and climb speeds. This

improves the climb gradient, thereby raising the climb limit and obstacle limited

weights. V1, VR and V2 are increased to maintain consistent performance

relationships. V1, VR and V2 must be obtained from dispatch or the airport

analysis.

3.15

Takeoff and Initial Climb

Low Visibility Takeoff

Low visibility takeoff operations, below landing minima, may require a takeoff

alternate. When selecting a takeoff alternate, consideration should be given to

unexpected events such as an engine failure or other non-normal situation that

could affect landing minima at the takeoff alternate. Operators, who have

authorization for engine inoperative Category II/III operations, may be authorized

lower alternate minima.

With proper crew training and appropriate runway lighting, takeoffs with visibility

as low as 500ft/150m RVR may be authorized (FAA). With takeoff guidance

systems and centerline lighting that meets FAA or ICAO criteria for Category III

operations, takeoffs with visibility as low as 300ft/75m RVR may be authorized.

Regulatory agencies may impose takeoff crosswind limits specifically for low

visibility takeoffs.

All RVR readings must be equal to or greater than required takeoff minima. If the

touchdown or rollout RVR system is inoperative, the mid RVR may be substituted

for the inoperative system. When the touchdown zone RVR is inoperative, pilot

estimation of RVR may be authorized by regulatory agencies.

Adverse Runway Conditions

Slush, standing water, or deep snow reduces the airplane takeoff performance

because of increased rolling resistance and the reduction in tire-to-ground friction.

Most operators specify weight reductions to the AFM field length and/or obstacle

limited takeoff weight based upon the depth of powdery snow, slush, wet snow or

standing water and a maximum depth where the takeoff should not be attempted.

Slush or standing water may cause damage to the airplane. The recommended

maximum depth for slush, standing water, or wet snow is 0.5 inch (12.7 mm) on

the runway. For dry snow the maximum depth is 4 inches (102 mm).

A slippery runway (wet, compact snow, ice) also increases stopping distance

during a rejected takeoff. Takeoff performance and critical takeoff data are

adjusted to fit the existing conditions. Check the airport analysis or the PI section

of the QRH for takeoff performance changes with adverse runway conditions.

Note: If there is an element of uncertainty concerning the safety of an operation

with adverse runway conditions, do not takeoff until the element of

uncertainty is removed.

During wet runway or slippery conditions, the PM must give special attention to

ensuring that the thrust on the engines advances symmetrically. Any tendency to

deviate from the runway centerline must immediately be countered with steering

action and, if required, slight differential thrust.

3.16

Takeoff and Initial Climb

Forward pressure on the control column during the initial portion of the takeoff

roll (below approximately 80 knots) increases nose wheel steering effectiveness.

During takeoffs on icy runways, lag in rudder pedal steering and possible nose

wheel skidding must be anticipated. Keep the airplane on the centerline with

rudder pedal steering and rudder. The rudder becomes effective between 40 - 60

knots. If deviations from the centerline cannot be controlled either during the start

of the takeoff roll or until the rudder becomes effective, immediately reject the

takeoff.

Effect of Deicing/Anti-Icing Fluids on Takeoff

Testing of undiluted Type II and Type IV fluids has shown that some of the fluid

remains on the wing during takeoff rotation and during initial climb out. The

residual fluid causes a temporary decrease in lift and increase in drag. These

effects are more significant at lower ambient temperatures where the fluid tends

to stay on the wing longer. Operators must comply with the lowest operational use

temperatures provided by the fluid manufacturer to ensure a relatively clean wing.

No performance adjustments are required for the application of deicing/anti-icing

fluids. Takeoff operations with reduced thrust based on derates and/or the assumed

temperature method are permitted. Use normal rotation rates.

Federal Aviation Regulation (FAR) Takeoff Field Length

The FAR takeoff field length is the longest of the following:

• the distance required to accelerate with all engines, experience an engine

failure 1 second prior to V1, continue the takeoff and reach a point 35 feet

above the runway at V2 speed. (Accelerate-Go Distance).

• the distance required to accelerate with all engines, experience an event 1

second prior to V1, recognize the event, initiate the stopping maneuver

and stop within the confines of the runway (Accelerate-Stop Distance).

•

1.15 times the all engine takeoff distance required to reach a point 35 feet

above the runway.

Stopping distance includes the distance traveled while initiating the stop and is

based on the measured stopping capability as demonstrated during certification

flight test.

During certification, maximum manual braking and speedbrakes are used. Thrust

reversers are not used. Although reverse thrust and autobrakes are not used in

determining the FAR accelerate-stop distance, thrust reversers and RTO

autobrakes should be used during any operational rejected takeoff.

3.17

Takeoff and Initial Climb

Calculating a V1 speed that equates accelerate-go and accelerate-stop distances

defines the minimum field length required for a given weight. This is known as a

“balanced field length” and the associated V1 speed is called the “balanced V1”.

The QRH and FMC provide takeoff speeds based on a balanced V1. If either an

ATM or fixed derate reduced thrust takeoff is used, the QRH and FMC, if FMC

takeoff speeds are available, will provide a balanced V1 applicable to the lower

thrust setting.

Takeoff gross weight must not exceed the climb limit weight, field limit weight,

obstacle limit weight, tire speed limit, or brake energy limit. If the weight is

limited by climb, obstacle, or brake considerations, it may be beneficial to use

takeoff speeds that are different from the normal balanced takeoff speeds provided

by the QRH or FMC. Examples of this include the use of:

• improved climb to increase climb or obstacle limited weights

• maximum V1 policy to increase obstacle limited weights

• minimum V1 policy to increase brake energy limited weights

• clearway or stopway to increase field or obstacle limited weights.

If the takeoff weight is not based on normal balanced V1, the QRH and FMC

takeoff speeds are not applicable and the operator should provide the pilot with a

method to obtain the appropriate takeoff speeds.

FAR Takeoff

V 2

•

V LOF

35'

Brake

One Engine

Release

Event*

Acceleration

•

All Engine Acceleration

Brakes Applied

Stop

•

* For the continued takeoff,

Thrust levers idle and speedbrakes

the event is an engine failure

manually deployed

Note: The graphic above refers to dry runway conditions only. Refer to the AFM

for detailed wet runway performance information.

3.18

Takeoff and Initial Climb

Rejected Takeoff Decision

The total energy that must be dissipated during an RTO is proportional to the

square of the airplane velocity. At low speeds (up to approximately 80 knots), the

energy level is low. Therefore, the airplane should be stopped if an event occurs

that would be considered undesirable for continued takeoff roll or flight.

Examples include Master Caution, unusual vibrations or tire failure.

Note: Refer to the Rejected Takeoff NNM in the QRH for guidance concerning

the decision to reject a takeoff below and above 80 knots.

As the airspeed approaches V1 during a balanced field length takeoff, the effort

required to stop can approach the airplane maximum stopping capability.

Therefore, the decision to stop must be made before V1.

Historically, rejecting a takeoff near V1 has often resulted in the airplane stopping

beyond the end of the runway. Common causes include initiating the RTO after

V1 and failure to use maximum stopping capability (improper

procedures/techniques). Effects of improper RTO execution are shown in the

diagrams located in the RTO Execution Operational Margins section, this chapter.

The maximum braking effort associated with an RTO is a more severe level of

braking than most pilots experience in normal service.

Rejecting the takeoff after V1 is not recommended unless the captain judges the

airplane incapable of flight. Even if excess runway remains after V1, there is no

assurance that the brakes have the capacity to stop the airplane before the end of

the runway.

There have been incidents where pilots have missed FMC alerting messages

informing them that the takeoff speeds have been deleted or they have forgotten

to set the airspeed bugs. If, during a takeoff, the crew discovers that the V speeds

are not displayed and there are no other fault indications, the takeoff may be

continued. The lack of displayed V speeds with no other fault indications does not

fit any of the published criteria for rejecting a takeoff (refer to the Rejected

Takeoff NNM in the QRH). In the absence of displayed V speeds, the PM should

announce V1 and VR speeds to the PF at the appropriate times during the takeoff

roll. The V2 speed should be displayed on the MCP and primary airspeed

indicators. If neither pilot recalls the correct rotation speed, rotate the airplane 5

to 10 knots before the displayed V2 speed.

3.19

Takeoff and Initial Climb

Rejected Takeoff Maneuver

The RTO maneuver is initiated during the takeoff roll to expeditiously stop the

airplane on the runway. The PM should closely monitor essential instruments

during the takeoff roll and immediately announce abnormalities, such as

“ENGINE FIRE”, “ENGINE FAILURE”, or any adverse condition significantly

affecting safety of flight. The decision to reject the takeoff is the responsibility of

the captain, and must be made before V1 speed. If the captain is the PM, he should

initiate the RTO and announce the abnormality simultaneously.

Note: If the decision is made to reject the takeoff, the flight crew should

accomplish the rejected takeoff non-normal maneuver as described in the

Maneuvers chapter of the QRH.

If the takeoff is rejected before the THR HLD annunciation, the autothrottle

should be disengaged as the thrust levers are moved to idle. If the autothrottle is

not disengaged, the thrust levers advance to the selected takeoff thrust position

when released. After THR HLD is annunciated, the thrust levers, when retarded,

remain in idle. For procedural consistency, disengage the autothrottles for all

rejected takeoffs.

If rejecting due to fire, in windy conditions, consider positioning the airplane so

the fire is on the downwind side. After an RTO, comply with brake cooling

requirements before attempting a subsequent takeoff.

Go/Stop Decision Near V1

It was determined when the aviation industry produced the Takeoff Safety

Training Aid in 1992 that the existing definition of V1 might have caused

confusion because they did not make it clear that V1 is the maximum speed at

which the flight crew must take the first action to reject a takeoff. The U.S.

National Transportation Safety Board (NTSB) also noted in their 1990 study of

rejected takeoff accidents, that the late initiation of rejected takeoffs was the

leading cause of runway overrun accidents. As a result, the FAA has changed the

definition of V1 in FAR Part 1 to read as follows:

• V1 means the maximum speed in the takeoff at which the pilot must take

the first action (e.g., apply brakes, reduce thrust, deploy speedbrakes) to

stop the airplane within the accelerate-stop distance and

• V1 also means the minimum speed in the takeoff, following a failure of an

engine at which the pilot can continue the takeoff and achieve the required

height above the takeoff surface within the takeoff distance.

Pilots know that V1 is fundamental to making the Go/Stop decision. Under

runway limited conditions, if the reject procedure is initiated at V1, the airplane

can be stopped before reaching the end of the runway. See RTO Execution

Operational Margins diagrams for the consequences of initiating a reject after V1

and/or using improper procedures.

3.20

Takeoff and Initial Climb

When the takeoff performance in the AFM is produced, it assumes an engine

failure or event one-second before V1. In a runway limited situation, this means

the airplane reaches a height of 35 feet over the end of the runway if the decision

is to continue the takeoff.

Within reasonable limits, even if the engine failure occurs earlier than the assumed

one second before V1, a decision to continue the takeoff will mean that the

airplane is lower than 35 feet at the end of the runway, but it is still flying. For

example, if the engine fails 2 seconds before V1 and the decision is made to go,

the airplane will reach a height of 15 to 20 feet at the end of the runway.

Although training has historically centered on engine failures as the primary

reason to reject, statistics show engine thrust loss was involved in approximately

one quarter of the accidents, and wheel or tire problems have caused almost as

many accidents and incidents as have engine events. Other reasons that rejects

occurred were for configuration, indication or light, crew coordination problems,

bird strikes or ATC problems.

What's important to note here is that the majority of past RTO accidents were not

engine failure events. Full takeoff power from all engines was available. With

normal takeoff power, the airplane should easily reach a height of 150 feet over

the end of the runway, and the pilot has the full length of the runway to stop the

airplane if an air turnback is required.

Making the Go/Stop decision starts long before V1. Early detection, good crew

coordination and quick reaction are the keys to a successful takeoff or stop.

RTO Execution Operational Margins

A successful rejected takeoff at or near V1 is dependent upon the captain making

timely decisions and using the proper procedures.

The data in the following diagrams, extracted from the Takeoff Safety Training

Aid, are provided as a reference. The individual diagrams show the approximate

effects of various configuration items and procedural variations on the stopping

performance of the airplane. These calculations are frequently based on estimated

data and are intended for training discussion purposes only. The data are generally

typical of the airplane at heavy weights, and except as noted otherwise, are based

on the certified transition time.

Each condition is compared to the baseline condition. The estimated speed at the

end of the runway and the estimated overrun distance are indicated at the right

edge of each figure. The distance estimates assume an overrun area that can

produce the same braking forces as the respective runway surface. If less than the

baseline FAA accelerate-stop distance is required, the distance is denoted as a

negative number.

3.21

Takeoff and Initial Climb

737

Available Runway (DRY)

Baseline

1 sec

V₂

AFM balanced field length

All-engine RTO, brakes and

V_R

Lift off

speedbrakes only, no thrust reverse

35 ft

Event

One Engine Acceleration

V₁Transition

complete

Brakes

Stop

No Go

Effect of reverse thrust

Engine-out RTO, brakes, speedbrakes,

and 1 thrust reverser

V₁

-220 ft

Effect of reverse thrust

All-engine RTO, brakes, speedbrakes,

and 2 thrust reversers

V₁

-150 ft

Effect of no speedbrakes

All-engine RTO, brakes only,

V₁

no thrust reverse

60 kts

+430 ft

Effect of no speedbrakes

All-engine RTO, brakes and

V₁

2 thrust reversers

35 kts

+120 ft

Effect of late speedbrakes

All-engine RTO, brakes, speedbrake

deployment 5 seconds after V₁,

no thrust reverse

V₁

50 kts

+250 ft

Effect of late RTO initiation

All-engine RTO initiated 2 seconds after V₁,

AFM transition, brakes and speedbrakes

only, no thrust reverse

V₁

75 kts

+690 ft

3.22

Takeoff and Initial Climb

737

Available Runway (DRY)

Effect of less than maximum

braking effort

All-engine RTO, 3/4 brake pressure,

speedbrakes, and 2 thrust reversers

EventV1

Transition

40 kts

complete

Brakes

+260 ft

Effect of blown tire

All-engine RTO, brakes, speedbrakes,

and 2 thrust reversers

V₁

45 kts

+290 ft

Available Runway (WET)

Effect of using dry runway performance

V₂

(limit weight and V₁) on wet runway

All-engine RTO, brakes, speedbrakes,

Lift off

35 ft

and 2 thrust reversers

One Engine Acceleration

V₁

90 kts

+1070 ft

Effect of using wet runway

performance (reduced V₁ and GW)

V₂

Engine-out RTO, brakes, speedbrakes,

and 1 thrust reverser

15 ft

One Engine Acceleration

3.23

Takeoff and Initial Climb

Initial Climb - All Engines

After liftoff use the flight director as the primary pitch reference cross checking

indicated airspeed and other flight instruments. If the flight director is not used,

indicated airspeed and attitude become the primary pitch references.

After liftoff, the flight director commands pitch to maintain an airspeed of V2 +

20 knots until another pitch mode is engaged.

V2 + 20 is the optimum climb speed with takeoff flaps. It results in the maximum

altitude gain in the shortest distance from takeoff. Acceleration to higher speeds

reduces the altitude gain. If airspeed exceeds V2 + 20 during the initial climb, stop

the acceleration but do not attempt to reduce airspeed to V2 + 20. Any speed

between V2 + 15 and V2 + 25 knots results in approximately the same takeoff

profile. Crosscheck indicated airspeed for proper initial climb speed.

Retract the landing gear after a positive rate of climb is indicated on the altimeter.

Do not apply brakes after becoming airborne. Braking is automatically applied

when the landing gear lever is placed in the up position. After gear and flaps are

retracted, the PM should verify the gear and flaps indications are normal.

Minimum Fuel Operation - Takeoff

The minimum fuel recommended for takeoff is trip fuel plus reserves. On very

short flights this fuel quantity may not be enough to prevent forward fuel pump

low pressure lights from illuminating after takeoff.

If any main tank fuel pump indicates low pressure do not turn off fuel pump

switches. Avoid rapid acceleration of the airplane, reduce nose-up body attitude

and maintain minimum nose-up body angle required for a safe climb gradient.

Immediate Turn after Takeoff - All Engines

Obstacle clearance, noise abatement, or departure procedures may require an

immediate turn after takeoff. Initiate the turn at the appropriate altitude (normally

at least 400 feet AGL) and maintain V2 + 15 to V2 + 25 with takeoff flaps.

Note: A maximum bank angle of 30° is permitted at V2 + 15 knots with takeoff

flaps.

After completing the turn, and at or above flap retraction altitude, accelerate and

retract flaps while climbing.

Note: The possibility of an engine failure along the departure track must be

considered. Special engine out procedures, if available, are preferable to a

takeoff weight reduction to ensure all obstacles are cleared.

3.24

Takeoff and Initial Climb

Roll Modes

After takeoff and climb is stabilized, select LNAV (if not selected before takeoff)

after passing 400 feet AGL. If LNAV is selected for takeoff, LNAV guidance

becomes active at 50 feet AGL if the active leg is within 3.0 NM and 5° of the

runway heading. If the departure procedure or route does not begin at the end of

the runway, it may be necessary to use the HDG SEL mode at 400 feet AGL to

intercept the desired track for LNAV capture. When the departure procedure is not

a part of the active flight plan, use HDG SEL or VOR LOC mode. When an

immediate turn after takeoff is necessary, the desired heading may be preset before

takeoff.

Note: For all airplanes equipped with the HDG SEL takeoff option, leave runway

heading selected until turn initiation.

Navaids and appropriate radials or tracks required for use during the departure

may be displayed on the navigation display using the FIX page feature and/or

VOR/ADF switches on the EFIS control panel. Use of the STA and WPT switches

on the EFIS control panel provides additional information on the navigation

display.

Autopilot Engagement

The autopilot is FAA certified to allow engagement at or above 400 feet AGL after

takeoff. Other regulations or airline operating directives may specify a different

minimum altitude. The airplane should be in trim, and the flight director

commands should be satisfied before autopilot engagement. This prevents

unwanted changes from the desired flight path during autopilot engagement.

Flap Retraction Schedule

During training flights, 1,000 feet AFE is normally used as the acceleration height

to initiate thrust reduction and flap retraction. For noise abatement considerations

during line operations, thrust reduction typically occurs at approximately 1,500

feet AFE and acceleration typically occurs between 1,500 and 3,000 feet AFE, or

as specified by individual airport noise abatement procedures.

At thrust reduction altitude, select or verify that climb thrust is set. At acceleration

height, set flaps up maneuvering speed and retract flaps on the Flap Retraction

Schedule.

Begin flap retraction at V2 + 15 knots, except for a flaps 1 takeoff. For a flaps 1

takeoff, begin flap retraction when reaching the flaps 1 maneuvering speed.

With airspeed increasing, subsequent flap retractions should be initiated:

• when airspeed reaches the maneuvering speed (number) for the existing

flap position.

3.25

Takeoff and Initial Climb

For flaps up maneuvering, maintain at least:

•

“UP”

Note: The maneuver speed provides margin to stick shaker for at least an

inadvertent 15° overshoot beyond the normal 25° angle of bank.

With flaps up and above 3,000 feet AGL, select VNAV or set the desired climb

speed in the MCP speed window. Before selecting VNAV, flaps should be

retracted because VNAV does not provide overspeed protection for the leading

edge devices.

Takeoff Flap Retraction Speed Schedule

T/O

Select

Speed

Flaps

(knots)

V2 + 15

“15”

“5”

“1”

V2 + 15

15 or 10

“5”

“1”

V2 + 15

“1”

•

“UP” - Flaps up maneuvering speed.

•

“1”, “5”, “10”, “15”, “25” - Number

corresponding to flap maneuvering speed.

Note: Limit bank angle to 15° until reaching V2 + 15.

Noise Abatement Takeoff

Normal takeoff procedures satisfy typical noise abatement requirements. Maintain

flaps up maneuvering speed until the noise abatement profile is satisfied, until

clear of obstacles or above any minimum crossing altitude. This is normally

achieved through the FMC speed restriction entered on the CLB page. It may be

also be accomplished using speed intervention (as installed) or LVL CHG.

Note: Specific local airport procedures should be followed.

3.26

Takeoff and Initial Climb

Takeoff - Engine Failure

General

Differences between normal and engine out profiles are few. One engine out

controllability is excellent during takeoff roll and after liftoff. Minimum control

speed in the air is below VR and VREF.

Engine Failure Recognition

An engine failure at or after V1 initially affects yaw much like a crosswind effect.

Vibration and noise from the affected engine may be apparent and the onset of the

yaw may be rapid.

The airplane heading is the best indicator of the correct rudder pedal input. To

counter the thrust asymmetry due to an engine failure, stop the yaw with rudder.

Flying with lateral control wheel displacement or with excessive aileron trim

causes spoilers to be raised.

Rotation and Liftoff - One Engine Inoperative

If an engine fails between V1 and liftoff, maintain directional control by smoothly

applying rudder proportionate with thrust decay.

During a normal all engine takeoff, a smooth continuous rotation toward 15° of

pitch is initiated at VR. With an engine inoperative, a smooth continuous rotation

is also initiated at VR; however, the target pitch attitude is approximately 2° to 3°

below the normal all engine pitch attitude. The rate of rotation with an engine

inoperative is also slightly slower (1/2° per second less) than that for a normal

takeoff. After liftoff adjust pitch attitude to maintain the desired speed.

If the engine failure occurs at or after liftoff apply rudder and aileron to control

heading and keep the wings level. In flight, correct rudder input approximately

centers the control wheel. To center the control wheel, rudder is required in the

direction that the control wheel is displaced. This approximates a minimum drag

configuration.

Typical Rotation - One Engine Inoperative

Liftoff attitude depicted in the following tables should be achieved in

approximately 5 seconds. Adjust pitch attitude, as needed, to maintain desired

airspeed of V2 to V2+20 knots.

3.27

Takeoff and Initial Climb

Typical Takeoff Tail Clearance - One Engine Inoperative

The following diagram and table show the effect of flap position on liftoff pitch

attitude and minimum tail clearance during takeoff with one engine inoperative.

Additionally, the last column shows the pitch attitude for tail contact with wheels

on the runway and landing gear struts extended. The tail strike pitch attitude

remains the same as during takeoffs with all engines operating. For a discussion

of tail strike procedures, see chapter 8 and the FCOM.

Note: Use of flap 1 as a takeoff flap setting is restricted to airplanes delivered

with this capability or to airplanes having flap 1 installed as a takeoff flap

setting.

Tail clearance height

TYPICAL

V R

V LOF

Gear height

Time

Min. tail clearance

3.29

Boeing 737 - 600/700/800/900. Flight Crew Training Manual (1999 year) - page 3