Improved Climb Performance Takeoff . . . . . . . . . . . . . . . . . . . . . 3.14
Low Visibility Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.14
Adverse Runway Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.15
Effect of Deicing/Anti-Icing Fluids on Takeoff . . . . . . . . . . . . . . . 3.15
Federal Aviation Regulation (FAR) Takeoff Field Length . . . . . 3.16
FAR Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17
Rejected Takeoff Decision . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.17
Rejected Takeoff Maneuver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18 Go/Stop Decision Near V1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.18 RTO Execution Operational Margins . . . . . . . . . . . . . . . . . . . . . . . 3.19
Initial Climb - All Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.23
Minimum Fuel Operation - Takeoff . . . . . . . . . . . . . . . . . . . . . . . . 3.23 Immediate Turn after Takeoff - All Engines . . . . . . . . . . . . . . . . . 3.23 Roll Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24 Autopilot Engagement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24 Flap Retraction Schedule . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.24 Noise Abatement Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.25
Takeoff - Engine Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 Engine Failure Recognition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 Rotation - One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . . 3.26 Liftoff Pitch Attitude - One Engine Inoperative . . . . . . . . . . . . . . . 3.26 Initial Climb - One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . 3.28 Immediate Turn after Takeoff - One Engine Inoperative . . . . . . . . 3.28 Flap Retraction - One Engine Inoperative . . . . . . . . . . . . . . . . . . . 3.28 Flaps Up - One Engine Inoperative . . . . . . . . . . . . . . . . . . . . . . . . 3.29 Autopilot Engagement - One Engine Inoperative . . . . . . . . . . . . . 3.29
Noise Abatement - One Engine Inoperative . . . . . . . . . . . . . . . . . . 3.29 Engine Failure During Reduced Thrust Takeoff . . . . . . . . . . . . . . . 3.30
Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 3.TOC.3
Intentionally Blank
Preface
This chapter outlines the recommended operating practices and techniques for takeoff, and initial climb. Engine failure during takeoff/initial climb is also addressed. The discussion portion of each illustration highlights important information.
The flight profile illustrations represent the recommended basic configuration during the accomplishment of the flight maneuvers, and provides a basis for standardization and crew coordination.
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 restriction consistent with the departure procedure.
Note: Some airplanes require display of secondary engine instruments during
takeoff. If the vibration display is not required by the operations manual,
the lower center EICAS display 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 pilot flying should normally display the TAKEOFF REF or CLB 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 pilot not flying 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.
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