Takeoff Crosswind Guidelines
Crosswind guidelines are not considered limitations. Crosswind guidelines are
provided to assist operators in establishing their own crosswind policies. Takeoff crosswind guidelines are based on the most adverse airplane loading (light weight and aft center of gravity) and assume an engine out RTO and proper pilot technique. On slippery runways, crosswind guidelines are a function of runway surface condition.
737-300 - 737-500
Runway Condition  Crosswind Component (knots) * 
-300/400/500 
Dry  40 
Wet  25 
Standing Water/Slush  16 
Snow - No Melting **  21 
Ice - No Melting **  7 

737-600 - 737-900
Runway Condition  Crosswind Component (knots) * 
without / with winglets 
Dry  36 / 34 
Wet  25 
Standing Water/Slush  15 
Snow - No Melting **  25 
Ice - No Melting **  15 

Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM)  3.13

737 Flight Crew Training  Manual
*Winds measured at 33 feet (10 m) tower height and apply for runways 148 feet

(45m) or greater in width.
** Takeoff on untreated ice or snow should only be attempted when no melting is
present.

Directional Control
Initial runway alignment and smooth symmetrical thrust application result in good crosswind control capability during takeoff. Light forward pressure on the control column during the initial phase of takeoff roll (below approximately 80 knots) increases nose wheel steering effectiveness. Any deviation from the centerline during thrust application should be countered with immediate smooth and positive control inputs. Smooth rudder control inputs combined with small control wheel inputs result in a normal takeoff with no overcontrolling. Large control wheel inputs can have an adverse effect on directional control near V1(MCG) due to the additional drag of the extended spoilers.
Note: With wet or slippery runway conditions, the PM should give special
attention to ensuring the engines have symmetrically balanced thrust
indications.

Rotation and Takeoff
Maintain wings level during the takeoff roll by applying control wheel displacement into the wind. During rotation continue to apply control wheel in the displaced position to keep the wings level during liftoff. The airplane is in a sideslip with crossed controls at this point. A slow, smooth recovery from this sideslip is accomplished after liftoff by slowly neutralizing the control wheel and rudder pedals.

Gusty Wind and Strong Crosswind Conditions
For takeoff in gusty or strong crosswind conditions, use of a higher thrust setting than the minimum required is recommended. When the prevailing wind is at or near 90° to the runway, the possibility of wind shifts resulting in gusty tailwind components during rotation or liftoff increases. During this condition, consider the use of thrust settings close to or at maximum takeoff thrust. The use of a higher takeoff thrust setting reduces the required runway length and minimizes the airplane exposure to gusty conditions during rotation, liftoff, and initial climb.
Copyright . The Boeing Company. See title page for details.
3.14 FCT 737 (TM) October 31, 2006
737 Flight Crew Training  Manual
Avoid rotation during a gust. If a gust is experienced near VR, as indicated by stagnant airspeed or rapid airspeed acceleration, momentarily delay rotation. This slight delay allows the airplane additional time to accelerate through the gust and the resulting additional airspeed improves the tail clearance margin. Do not rotate early or use a higher than normal rotation rate in an attempt to clear the ground and reduce the gust effect because this reduces tail clearance margins. Limit control wheel input to that required to keep the wings level. Use of excessive control wheel may cause spoilers to rise which has the effect of reducing tail clearance. All of these factors provide maximum energy to accelerate through gusts while maintaining tail clearance margins at liftoff. The airplane is in a sideslip with crossed controls at this point. A slow, smooth recovery from this sideslip is accomplished after liftoff by slowly neutralizing the control wheel and rudder pedals.

Reduced Thrust Takeoff
Many operators prefer a less than maximum thrust takeoff whenever performance limits and noise abatement procedures permit. The reduced thrust takeoff lowers EGT and extends engine life.
The reduced thrust takeoff may be done using the Assumed Temperature Method, a Fixed Derate, or a combination of both. Regardless of the method, use the takeoff speeds provided by the airport analysis, FMC (if available), QRH (PI chapter), Flight Planning and Performance Manual (FPPM), AFM, or other approved source corresponding to the assumed (higher) temperature and/or selected derate.
　
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