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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.
Minimum tail clearance remains constant for all takeoff flap settings. The rotation
speed schedules were developed to maintain a constant tail clearance.
777-200 - 777-300ER
787-8
Model Flaps Liftoff Attitude
(degrees)
Minimum Tail
Clearance
inches (cm)
Tail Strike Pitch
Attitude
(degrees)
777-200 5, 15, 20 8.5 37 (94) 12.1
777-200LR 5, 15, 20 8.5 37 (94) 12.1
777-300 5, 15, 20 7.0 36 (91) 8.9
777-300ER 5, 15, 20 8.5 30 (76) 10.0
Note: 777-300ER values valid when the Semi-Levered Gear (SLG) is
operative. When the SLG is inoperative, use 777-300 values.
Model Flaps Liftoff Attitude
(degrees)
Minimum Tail
Clearance
inches (cm)
Tail Strike Pitch
Attitude
(degrees)
787-8 5, 15, 20 TBD TBD TBD
Time
Gear height
Height Above Runway
Tail clearance height
V R V LOF
Min. tail clearance
TYPICAL
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.12 FCT 777/787 Preliminary (TM)
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 + 15, 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)
777-200 - 777-300ER
V R
V R
V R Liftoff 35'
Liftoff
Liftoff
35'
35'
Normal rotation
(1° per sec slower than normal)
Under rotation
Slow rotation
(Rotate to 5° less than target)
Up to 1300’
Up to 750’
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 3.13
787-8
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.
TBD
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
3.14 FCT 777/787 Preliminary (TM)
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 operator 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
　
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