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will be V2 + 20 knots. The Flying Pilot will maintain the F/D input of V2 + 20
until reaching initial flap retraction altitude.
At light gross weights, an initial climbout at V2 + 20 will produce an excessive
deck angle. A slight difference between aircraft symbol and F/D pitch
command will be necessary to not exceed 25 degrees of pitch. This pitch limit
is for passenger comfort. The F/D pitch command will become synchronized
with the aircraft symbol as the flaps are retracted during acceleration to clean
maneuvering speed.
737 Sec. 3 Page 115
Flight Manual Continental Rev. 11/15/02 #41
Because the aircraft is geometrically limited, it cannot be rotated to a body angle
that will prevent it from becoming airborne with takeoff thrust. Premature
rotation will probably result in the aircraft becoming airborne before the normal
liftoff point, and at a slower than normal speed. Since this speed will be
considerably below the best angle of climb speed, the initial climb profile may
be greatly reduced.
The aircraft has a very low angle of attack on the ground in three-point attitude.
Delaying rotation (waiting for the aircraft to “Fly Itself” off the ground) will
increase the liftoff distance considerably.
The airspeed indicator will lag momentarily during rotation due to the vertical
movement of the static ports relative to the direction of flight as the nose is
lifted.
When a positive rate of climb has been verified on the IVSI and altimeter, either
pilot will call, “POSITIVE RATE.” When a positive rate of climb is confirmed,
the Pilot Flying will call “GEAR UP,” stabilize airspeed at V2 + 20 knots, and
transition to the F/D pitch command.
In roll, the F/D commands wings level to 400 feet RA, then selected bank angle
limit to the selected heading when a new roll mode is selected.
Selection of pitch and roll modes other than TOGA are inhibited below 400 feet
RA.
During takeoff or initial climb, if a center tank LOW PRESSURE light(s)
illuminates, the center tank pump(s) may remain on until the climb attitude is
reduced and the light(s) extinguishes or workload allows for the pump(s) to be
positioned to OFF. When established in a level attitude at cruise, if the center
tank contains usable fuel and the center tank switches are off, center tank pump
switches may be positioned to ON again. Verify the LOW PRESSURE light
extinguish and position both switches to OFF when both LOW PRESSURE lights
illuminate.
Sec. 3 Page 116 737
Rev. 11/15/02 #41 Continental Flight Manual
B737 TAIL STRIKE AVOIDANCE
Analysis of tail strike incidents involving Boeing transport aircraft show that
certain common factors often play a role in these mishaps. Several not so
obvious factors can contribute to a tail strike as well.
Takeoff
During takeoff, the amount of tail clearance achieved for a given flap setting is a
function of airspeed at rotation and rate of rotation. Normal pitch attitude at
liftoff is only 3° to 4° less than the attitude at which aft body contact with the
runway will occur. For optimum takeoff and initial climb performance, initiate
a smooth continuous rotation at VR toward 15 degrees of pitch. Rotate smoothly
at an average rate of 2 ½ degrees/second. This rate will result in liftoff of the
aircraft at a body attitude of between 7 and 10°, depending upon the B737
model flown. The flight director pitch command is not used for rotation. The
point of minimum ground clearance occurs slightly after liftoff, as the aircraft
pitch attitude continues to increase towards 15°.
77373002
Min. tail clearance
Tail clearance height
Gear height
Height Above Runway
Time
VR VLOF TYPICAL
737 Sec. 3 Page 117
Flight Manual Continental Rev. 11/15/02 #41
As shown in the following chart, the –500 has the most tail clearance, the
–900 the least.
B737
Model
Typical
Flap
Liftoff
Attitude
Tail
Clearance
* Tail Strike
Pitch Attitude
-300 1
5
15
10.0°
9.9°
8.1°
23”
24”
37”
13.4°
-500 5
15
9.9°
8.1°
35”
47”
14.7°
-700 1
5
15
9.1°
9.1°
8.7°
29”
29”
30”
14.7°
-800 1
5
15
8.2°
8.2°
8.0°
20”
20”
22”
11.0°
-900 1
5
15
7.7°
7.6°
7.2°
20”
20”
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