737 Flight Crew Training Manual
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 Takeoff Profile
Copyright . The Boeing Company. See title page for details.
FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
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 restrictions consistent with the departure procedure.
737-600 - 737-900 Note: The lower center MFD is normally blank for takeoff to reduce the 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 PF normally displays the TAKEOFF REF page on the CDU. Display of the TAKEOFF REF page allows the crew to have immediate access to V-seeds during takeoff in the event that V-speeds are inadvertently removed from the airspeed display. After changes to the takeoff briefing have been updated during the Before Takeoff Procedure, the PF may elect to display the CLB page for takeoff. However, 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 PM normally displays the LEGS page during takeoff and departure to allow timely route modification if necessary.
Thrust Management
737-300 - 737-500
The Power Management Control (PMC) simplifies thrust management
procedures. Having the PMC functioning does not relieve the pilots from
monitoring the engine parameters and verifying proper thrust is obtained.
737-600 - 737-900
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.
737 Flight Crew Training Manual
High thrust settings from jet engine blast over unpaved surfaces or thin asphalt pavement intended only to support occasional airplane movements can cause structural blast damage from loose rocks, dislodged asphalt pieces, and other foreign objects. Ensure run ups and takeoff operations are only conducted over well maintained paved surfaces and runways.
Initiating Takeoff Roll
Autothrottle and flight director use is recommended for all takeoffs. However, do not follow F/D commands until after liftoff.
737-300 - 737-500
Note: If a possibility exists of a windshear being encountered on takeoff, flight
directors should be turned off for airplanes not equipped with a windshear
warning system.
A rolling takeoff procedure is recommended for setting takeoff thrust. It expedites the takeoff and reduces the risk of foreign object damage or engine surge/stall due to a tailwind or crosswind. Flight test and analysis prove that the change in takeoff roll distance due to the rolling takeoff procedure is negligible when compared to a standing takeoff.
Rolling takeoffs are accomplished in two ways:
.
if cleared for takeoff before or while entering the runway, maintain
normal taxi speed. When the airplane is aligned with the runway
centerline ensure the nose wheel steering wheel is released and apply
takeoff thrust by advancing the thrust levers to just above idle (40%N1).
Allow the engines to stabilize momentarily then promptly advance the
thrust levers to takeoff thrust (autothrottle TO/GA). There is no need to
stop the airplane before increasing thrust.
.
if holding in position on the runway, ensure the nose wheel steering wheel
is released, release brakes, then apply takeoff thrust as described above.
