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toward the takeoff power setting, and engage TOGA when satisfied that engine
acceleration is normal. Normally TOGA will be engaged as the throttles reach
the vertical (70% N1) position. As the throttles are advanced beyond 70% N1,
the PF calls “CHECK POWER,” and the PM ensures that the throttles advance
to takeoff N1 (referencing the TAKEOFF PAGE of the FMC) and replies
“POWER SET _______%.”
Note: Both F/D switches must be on to engage the F/D Takeoff mode
(TOGA). The F/D switches are not required to engage autothrottle only.
A/T annunciates N1 and AFDS annunciates TOGA. The thrust levers drive
forward and flight director bars command 10 degrees nose down. The F/D does
not provide runway steering guidance or rotation commands. At approximately
60 knots, the F/D will command 15 degrees nose up.
> At 64 knots (84 knots - >@BCD), A/T annunciates THR HOLD.
737 Sec. 3 Page 113
Flight Manual Continental Rev. 11/15/02 #41
TAKEOFF ROLL
The Captain will guard and retain exclusive control of the throttles from the
time initial takeoff power is set until V1, and will be prepared to perform the
rejected takeoff maneuver if required. When the First Officer is making the
takeoff, the First Officer will place both hands on the yoke after initially setting
takeoff power.
The PM monitors engine instruments, verifies proper oil pressure, and verifies
A/T N1 indication changes to THR HOLD. If the THR HOLD mode annunciation does
not appear, no crew action is required unless a subsequent system fault caused
unwanted thrust lever movement. Lack of the THR HOLD annunciation means the
protective feature may not be active.
At 100 knots, the PM calls out “100 KNOTS.”
The PM will call “V1” at approximately 5 knots prior to the actual V1 speed
(depending upon acceleration rate) so as to complete the call by the time the
airspeed indicator has reached the bug set on the actual V1.
The PM will call “ROTATE” at VR, and will then monitor the flight instruments
throughout the remainder of the takeoff procedure.
After liftoff, THR HOLD mode remains engaged until:
>>@ a radio altitude of 400 feet RA is reached and 18 seconds have
elapsed since liftoff.
BCD a radio altitude of 800 feet RA.
The A/T mode cannot be changed during this time because power is taken away
from the throttle drives to ensure no A/T movement occurs during the takeoff
phase. The A/T will automatically annunciate ARM and thrust will remain at TO
setting. A/T mode can be changed only after the ARM annunciation appears. If
full thrust is desired during a reduced thrust takeoff, manually position the thrust
levers to the thrust limit as indicated by the cursors on the N1 gauges.
Sec. 3 Page 114 737
Rev. 11/15/02 #41 Continental Flight Manual
CROSSWIND TAKEOFF
The crosswind takeoff characteristics of the B737 are typical of most sweptwing
transports. The upwind wing will tend to rise as the takeoff roll begins.
This may be corrected by using aileron as required or by pre-setting a fixed
amount of aileron into the wind prior to takeoff roll. In either case, large control
wheel oscillations and inputs should be avoided.
Another indication of a crosswind condition is the tendency of the aircraft to
weather vane into the wind, requiring rudder application for directional control.
As speed increases, the aileron deflection requirement will decrease. Continue
to maintain directional control with smooth rudder application. This will result
in a cross control condition which must be maintained through liftoff. During
rotation, hold the control wheel in a displaced position as required to keep the
wings level. When airborne, aileron and rudder cross control should be slowly
and smoothly relaxed.
ROTATION AND LIFTOFF
As the airspeed approaches V1, the slight forward control column pressure is
relaxed to neutral, allowing for a smooth rotation to begin at VR.
At VR, rotate smoothly with one continuous motion approximating, but no more
than 2.5 degrees/sec. Using the normal rotation rate, the aircraft flies off the
runway as the pitch attitude increases, and a runway to fuselage clearance of
approximately 20 inches results.
Rotate initially toward a 15-degree attitude. This will result in an airspeed of
approximately V2 + 20 knots. Initially, the Flight Director will command 15
degrees nose up. However, the F/D pitch command will not be used during
rotation. Indicated airspeed and vertical speed are the primary instruments.
After the radio altitude and vertical speed increase, the Pilot Flying will adjust
pitch to coincide with F/D input. This pitch command under normal situations
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