For flaps up maneuvering, maintain at least:
. 
flaps up maneuvering speed (Mach/Airspeed indicator airplanes)

. 
“F” with flaps in the up position (speed tape airplanes)

Note: The maneuver speed provides margin to stick shaker for at least an inadvertent 15° overshoot beyond the normal 25° angle of bank.
Takeoff Flap Retraction Speed Schedule
T/O  Select  Speed 
Flaps  Flaps  (knots) 
5  VREF 30 + 20 
20 or 15  1  VREF 30 + 40 
UP  VREF 30 + 60 
5  1  VREF 30 + 40 
UP  VREF 30 + 60 
1  UP  VREF 30 + 60 
(-200 only) 
Final Climb  VREF 30 + 80 

Noise Abatement Takeoff
Normal takeoff procedures satisfy typical noise abatement requirements. Maintain flaps up maneuvering speed until the noise abatement profile is satisfied, until clear of obstacles or above any minimum crossing altitude. This is normally achieved through the FMC speed restriction entered on the CLB page. It may also be accomplished using speed intervention or FLCH.
Note: Specific local airport procedures should be followed.

Takeoff - Engine Failure General
Differences between normal and engine out profiles are few. One engine out controllability is excellent during takeoff roll and after liftoff. Minimum control speed in the air (VMCAs) are below VR and VREF.

Engine Failure Recognition
An engine failure at or after V1 initially affects yaw much like a crosswind effect. Vibration and noise from the affected engine may be apparent and the onset of the yaw may be rapid.
The airplane heading is the best indicator of the correct rudder pedal input. To counter the thrust asymmetry due to an engine failure, stop the yaw with rudder. Flying with lateral control wheel displacement or with excessive aileron trim causes spoilers to be raised.

Rotation - One Engine Inoperative
If an engine fails between V1 and liftoff, maintain directional control by smoothly
applying rudder proportionate with thrust decay. During a normal all engine takeoff, a smooth continuous rotation toward 15° of pitch is initiated at VR. With an engine inoperative, a smooth continuous rotation is also initiated at VR; however, the target pitch attitude is 12° to 13°, or approximately 2° to 3° below the normal all engine pitch attitude. The rate of rotation with an engine inoperative is also slightly slower (1/2° per second less) than that for a normal takeoff. After liftoff adjust pitch attitude to maintain the desired speed.
If the engine failure occurs at or after liftoff apply rudder and aileron to control heading and keep the wings level. In flight, correct rudder input approximately centers the control wheel. To center the control wheel, rudder is required in the direction that the control wheel is displaced. This approximates a minimum drag configuration.

Liftoff Pitch Attitude - One Engine Inoperative
Liftoff attitude depicted in the following tables should be achieved in approximately 5 seconds. Adjust pitch attitude, as required, to maintain desired airspeed of V2 to V2+15.

Model  Flap  Liftoff Attitude  Minimum Tail 
(degrees)  Clearance 
inches (cm) 
200  1  10.9  14 (36) 
5 15  10.4 10.2  16 (41) 16 (41) 
20  9.8  24 (61) 
300  5, 15, 20  8.5  13 (33) 

Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 3.27

Initial Climb - One Engine Inoperative
The initial climb attitude should be adjusted to maintain a minimum of V2 and a positive climb. After liftoff the flight director provides proper pitch guidance. Cross check indicated airspeed, vertical speed and other flight instruments. The flight director commands a minimum of V2, or the existing speed up to a maximum of V2 + 15.
If the flight director is not used, indicated airspeed and attitude become the
primary pitch references. Retract the landing gear after a positive rate of climb is indicated on the altimeter. The initial climb attitude should be adjusted to maintain a minimum of V2. If an engine fails at an airspeed between V2 and V2 + 15, climb at the airspeed at which the failure occurred. If engine failure occurs above V2 + 15, increase pitch to reduce airspeed to V2 + 15 and maintain until flap retraction altitude.
The flight director roll mode commands ground track after liftoff until LNAV engagement or another roll mode is selected. If ground track is not consistent with desired flight path, use HDG SEL/LNAV to achieve the desired track.
Indications of an engine fire, impending engine breakup or approaching or exceeding engine limits, should be dealt with as soon as possible. Accomplish the appropriate recall checklist items as soon as the airplane is under control, the gear has been retracted and a safe altitude (typically 400 feet AGL or above) has been attained. Accomplish the reference checklist items after the flaps have been retracted and conditions permit.
　
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