The PM should cross check the thrust setting annunciated in the thrust window of the FMA. Particular attention should be paid to confirming that the CLAMP mode is annunciated at approximately 60 knots.
If CLAMP is not annunciated by 60 kts, the PM will call out “NO CLAMP.” The autothrottles should be disconnected with either throttle switch and the throttles set manually.
Caution: In strong headwinds, or in a combination of headwinds and a rolling takeoff, the autothrottles may clamp prematurely. Pilots should be alert to this possibility and be prepared to advance the throttles manually to the takeoff EPR limit if required.
Caution: During takeoff, the Digital Flight Guidance Computer (DFGC) engine failure logic is armed if (1) the flight director pitch axis is in takeoff mode, (2) the aircraft is above 400 feet radio altitude, and (3) both engine pressure ratios (EPR’s) are below the go-around EPR limit. If the DFGC detects an EPR drop greater than or equal to 0.25 EPR and 7% N1 from the same engine, as compared to the other engine, the engine failure logic is satisfied and the DFGC will change the Thrust Rating Indicator thrust limit to Go-Around (GA). This will cause the autothrottle system to unclamp and enter normal EPR limit (EPR LIM) mode where the throttles will maintain the higher engine EPR at the selected go-around thrust rating EPR LIM. Such an EPR and N1 drop may also result from an engine surge (stall). Advancing thrust levers on a surging engine will hinder surge recovery and may result in eventual engine failure.
If an engine surge (stall) is detected during takeoff:
1.
Disconnect autothrottles.
2.
Reduce thrust on affected engine (idle if necessary).
3.
Shut down the affected engine if surging and popping continues.
4.
If affected engine surging or popping stops, accomplish the following:
A. Place ignition switch to A or B (GRD START and CONTIN).
B. Place ENG anti-ice switches to ON.
C. Place PNEU X-FEED VALVE lever OPEN on affected side.
D. Place AIR FOIL anti-ice switch(es) ON.
E. Advance affected throttle slowly.
5.
If engine surging or popping returns, turn the Eng anti-ice switch OFF.
6.
After normal operation has been established, the autothrottles may be re-engaged.
Note: A NO MODE light may be annunciated due to abnormal bleed configuration.
Takeoff Roll
As the aircraft taxis into position for takeoff, the turn should be made to align the runway centerline under the nose wheel. If this alignment is not achieved at the turn-on, the takeoff should be commenced from off center and alignment made during initial takeoff roll. The turn onto the runway should be made so as not to impose excessive side load on the gear struts.
Note: After initial alignment with the runway centerline, use of the rudder/pedal nose wheel steering is recommended.
Pilot Monitoring
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After the initial adjustment of the throttles and a cross check of the pilot’s engine instruments, the PM should continue to monitor the instruments. The PM will call out “POWER SET ___%,” “100 KNOTS,” “V1,” “ROTATE,” as they are attained. The V1 call will be initiated approximately 5 knots prior to the actual V1 speed and completed at the actual V1 speed.
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The PM should call out any malfunction.
Pilot Flying
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The pilot flying should gradually relax forward pressure on the control column, so as to arrive at VR prepared to rotate.
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At V1, place both hands-on the control wheel. At VR, rotate smoothly and continue rotation after lift-off to takeoff attitude. Normal rotation takes 5 to 6 seconds from start of rotation. At lift-off, the airplane will have an 8° pitch. Both early and late rotation will increase takeoff distance, thereby invalidating takeoff field length computations.
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Abrupt control application must be avoided during lift-off in order to preclude striking the tail which will occur at 10.5°. Normal rotation rate is approximately 2-3 degrees per second.
After lift-off, climb at V2 + 10. Speeds greater than V2 + 10 may be required to keep the pitch attitude below 20° ANU.
Crosswind Takeoff
The crosswind takeoff characteristics of the aircraft are typical of most swept-wing transports. Preset some aileron into the wind and use the rudder pedal steering for directional control. Avoid use of too much wheel throw since drag producing spoilers start extending at 5° control wheel input. Rotate normally, holding crossed controls, increasing wheel input slightly as required at rotation. After lift-off, smoothly transition to coordinated use of aileron and rudder while maintaining wings level. Remember:
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