*Winds measured at 33 feet (10 m) tower height and apply for runway 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: During wet and slippery runway conditions, the PNF should give special
attention to assuring the engines have symmetrically balanced thrust
indications.

Wind Corrections
Wind corrections are not made to VR and V2 speeds. If airport analysis is not used, V1 must be corrected for headwind or tailwind components and runway slope in accordance with the PI section of the QRH.

Rotation and Takeoff
Maintain wings level throughout 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, maximum takeoff thrust is recommended. This maximizes available runway and minimizes the airplane exposure to gusty conditions during the rotation and takeoff maneuver.
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 limits. 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 use reduced thrust takeoff whenever performance limits and noise abatement procedures permit. Thrust reduction or derate lowers EGT and extends engine life.

Assumed Temperature Method (ATM)
This method achieves a takeoff thrust less than the full rated takeoff thrust by using an assumed temperature that is higher than the actual temperature. The maximum thrust reduction authorized by most regulatory agencies is 25% below any certified rating. Use the takeoff speeds provided by the airport analysis, FMC (if available), QRH (PI chapter), Flight Planning Performance Manual (FPPM), AFM, or other approved sources corresponding to the assumed (higher) temperature.
The thrust setting parameter (EPR/N1) is not considered a limitation. If conditions are encountered during the takeoff where additional thrust is desired, such as windshear or temperature inversion, the crew should not hesitate to manually advance thrust levers to maximum rated thrust.
Do not use the ATM if conditions exist that affect braking such as a runway contaminated by slush, snow, standing water, or ice, or if potential windshear conditions exist. ATM procedures are allowed on a wet runway if suitable performance accountability is made for increased stopping distance on a wet surface.
Note: An increase in elevator column force during rotation and initial climb may be required for ATM takeoffs.

Fixed Derate (As Installed)
This method uses a takeoff thrust less than full rated thrust for which complete and independent performance data are provided in the AFM. Derated thrust is obtained by selection of TO l or TO 2. Takeoff derates 1 and 2 normally correspond to fixed thrust reductions, and are variable from operator to operator.
　
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