Takeoff

 Procedures    

One   aspect   novice   ‘virtual   pilots’   find   difficult   to   grasp   is   the   correct   method   of   flying   the   aircraft,  
especially  the  takeoff,  climb  and  transition  to  cruise.  
 
The   sheer   volume   of   information   available   on   the   Internet   often   results   in   ‘information   overload’  
and  it’s  understandable  that  many  become  bewildered  as  the  boundaries  between  fact  and  fiction  
blur.     Add   to   this   that   many   articles   on   the   Internet   have   not   been   peer   reviewed,   and   you   have   a  
recipe  set  for  disaster!  
 
In   this   article,     I   will   instruct   on   the   basic   procedures   used   to   takeoff,   climb,   and   transition   to  
cruise.    I’ll  also  provide  some  incite  into  how  flight  crews  fly  the  aircraft,  and  address  some  of  the  
more  important  concepts  that  should  be  known.  
 
I   won’t   discuss   before   and   after   takeoff   checklists,   the   overhead,   how   to   determine   aircraft  
weights,   or   how   to   use   of   the   Control   Display   Unit   (CDU).       I’ll   assume   all   essential   elements   of  
pre-­‐flight   have   been   completed.     Also,   the   following   procedures   assume   both   engines   are  
operational.    I  won’t  be  addressing  engine-­‐out  procedures.  
 
Please  take  note  that  some  procedures  are  dependent  upon  what  software  is  used  in  the  Flight  
Management   System   (1).   The   display   of   specific   items,   such   as   the   speed   references   on   the  
Primary   Flight   Display   (PFD),   will   only   be   propagated   if   the   CDU   is   correctly   set-­‐up   prior   to  
takeoff.  
 
I’ve  attempted  to  try  and  simplify  the  procedure  as  much  as  possible.      However,  the  automated  
systems   that   can   be   used   on   the   Boeing   aircraft   are   complicated,   can   be   used   fully   or   in   part,   and  
can   easily   generate   confusion.     And   this   isn’t   mentioning   that   some   procedures   are   different  
between   an   automated   and   manual   takeoff,   and   some   procedures   are   dependent   upon   what  
software  is  used  by  the  Flight  Management  System.      
 
It’s  a  challenge  to  simplify  what  in  the  first  place  is  convoluted  and  technical.  
 
I  have  set  out  the  content  in  three  parts.    Section  One  refers  to  simplified  generic  procedures  for  
takeoff   (numerical   sequence   1   –   20).     Below   each   numerical   number   are   important   points  
(summarised   as   dot   points).     Section   Two   discusses   takeoff   procedures   using   automation,   and  
Section  Three  provides  additional  information  on  some  of  the  summarised  dot  points.    
 
To   minimise   wordiness   in   this   article,   I   have   for   the   most   part,   used   acronyms   and   footnotes.    
Refer  to  the  end  of  the  article  for  a  list  of  acronyms  and  their  meaning.  
 
Peer  Review  
 
The  information  in  this  article  has  been  peer  reviewed  by  737  Captain  and  First  Officer.  
 
Automation  and  Variability    
 
The   Boeing   737-­‐800   can   be   flown   with,   without,   or   partly   with   automation.     The   combinations  
that   can   be   used,   how   they   work,   and   more   importantly   when   to   use   them,   can   fill   a   book.    
Indeed,  there  is  a  book  (two  books)  –  they’re  called  the  Flight  Crew  Operations  Manual  and  the  
Flight  Crew  Training  Manual.  
 
The   first   point   to   take   on   board   is   that   there’s   no   absolute   correct   method   for   takeoff   and   climb.    
Certainly,   there   are   specific   tasks   that   need   to   be   completed,   however,   there   is   an   envelope   of  
variability  allowed.     This  variability  may  relate  to  how  a  particular  flight  crew  flies  the  aircraft,  
environmental  considerations  (ice,  rain,  wind,  noise  abatement,  obstacles,  etc.),  flight  training,  or  
a  specific  airline  policy.  
 
Whenever  variability  is  injected  into  a  subject,  you’ll  find  those  who  work  in  absolutes  will  have  
difficulty.     If  you’re  the  kind  of  person  who  likes  to  know  exactly  what  to  do  at  a  particular  time,  
then  I’d  suggest  you  find  a  technique  that  fits  with  your  liking  and  personality.  
 

© www.flaps2approach.com 1
 
Takeoff  Procedures    

SECTION  ONE:    Takeoff  Guideline  (1  -­  19)  

 
The   following   procedures   assume   essential   elements   of   pre-­‐flight   have   been   completed   (for  
example,  correct  set-­‐up  of  CDU).  
 
1. Using  the  Mode  Control  Panel  (MCP),  dial  into  the  altitude  window  an  appropriate        target  
altitude,  for  example  13,000  feet.  
 
2. Command  speed  is  set  in  the  MCP  speed  window.    The  speed  is  set  to  V2.    V2  is  determined  
by   calculations   made   by   the   Flight   Management   Computer   (FMC)   based   on   aircraft   weight,  
environmental  conditions  and  several  other  parameters.  
 
Important  Points:  
 
• V2  is  the  minimum  takeoff  safety  speed  and  provides  at  least  30°  bank  capability  with  takeoff  
flaps   set.     The   speed   provides   a   safe   envelope   to   fly   with   one   engine   (if   an   engine   failure  
occurs).  
 
• You   can   fly   either   +15   or   +20   knots   (maximum   +25   knots)   above   the   V2   command   speed.    
This  is  done  for  a  number  of  reasons:    company  policy,  to  lower  or  increase  pitch  due  to  the  
aircraft's   weight,   or   to   take   into   account   other   environmental   variables   (this   assumes   both  
engines  operational).  
 
• A  white-­‐coloured  airspeed  bug  is  displayed  at  V2  +15/20  on  the  speed  tape  (part  of  the  PFD).  
V2+15  knots  provides  40°  bank  capability  with  takeoff  flaps  set.       The  bug  is  a  visual  aid  to  
indicate  the  correct  climb-­‐out  speed  (bug  is  discussed  later  on).        
 
3. Toggle  both  Flight  Director  (FD)  switches  to  the  ‘ON’  position  (pilot  flying  side  first).  
 
4. Set  flaps  5  and  using  the  electric  trim  switch  on  the  yoke,  trim  the  aircraft  to  the  correct  trim  
figure   for   takeoff.   The   trim   figure   is   shown   on   the   CDU   (for   example,   5.5   degrees)   and   is  
calculated   dependent   upon   aircraft   weight   with   passengers   and   fuel.     Normally   the   trim  
figure  will  place  the  trim  tabs  somewhere  within  the  green  band  on  the  throttle  quadrant.  
 
5. Arm  the  autothrottle  (A/T)  by  moving  the  toggle  on  the  MCP  to  ‘ARM’.     The  timing  to  when  
this  procedure  is  done  may  differ  between  airlines.    (consult  the  FCOM  &  FCTM).  
 
6. Release   the   parking   brake   and   manually   advance   the   thrust   levers   manually   to   around  
40%N1.    %N1  can  be  airline  specific  with  some  airlines  recommending  60%N1.    (consult  the  
FCOM  &  FCTM).    
 
7. Once   the   throttles   are   stabilised   (check   N1   and   confirm   a   decrease   in   the   EGT   –   on   the  
EICAS),   advance   the   thrust   levers   to   takeoff   thrust   (if   flying   manually)   or   press   one   or  
both  TOGA   buttons.     If   TOGA   has   been   engaged   for   the   takeoff,   the   thrust   levers   will    
automatically   begin   to   advance   to   the   correct   %N1   output   calculated   by   the   Flight  
Management  System.  
 
Interesting  Point:  
 
• After  takeoff  configuration  is  complete,  and  with  the  parking  brake  in  the  OFF  position,  some  
flight   crews   quickly   advance   and   retard   the   thrust   levers.     The   purpose   being   to   check   for  
errors  in  the  takeoff  configuration.    An  error  will  trigger  the  audible  configuration  horn  when  
the  thrust  levers  are  advanced.    
 
Important  Points:  
 
• You   do   not   have   to   stop   the   aircraft   on   the   runway   prior   to   initiating   40%N1.    A   rolling  
takeoff   procedure   is   often   recommended   as   this   expedites   the   takeoff   (uses   less   runway  

© www.flaps2approach.com 2
 
Takeoff  Procedures    

length)   and   reduces   the   risk   of   foreign   object   damage   or   engine   surge/stall   due   to   a   tailwind  
or  crosswind.  
• When  the  thrust  has  reached  40%N1,  wait  for  it  to  stabilise  (roughly  2-­‐3  seconds).     Look  at  
the  N1  thrust  arcs  and  the  EGT  gauge  (on  the  EICAS  display).     Both  N1  arcs  must  be  stable  
and  the  EGT  values  decreasing  slightly.     In  the  real  aircraft,  the  EGT  should  reduce  between  
10C-­‐20C  after  N1  has  stabilised  at  40%.     If  the  engines  are  NOT  allowed  to  stabilise,  before  
advancing  the  thrust  levers  further,  the  takeoff  distance  can  be  adversely  affected.  
 
• There   is   considerable   confusion   around   when   to   actually   press   the   TOGA   buttons.     As   stated,  
%40N1  is  common,  but  some  airline  procedures  indicate  60%N1,  while  others  recommend  a  
staged   approach   –   meaning,   initially   advance   the   thrust   levers   to   40%N1,   allow   the   thrust   to  
stabilise,  and  then  advance  the  thrust  levers  to  70-­‐80%N1  and  press  TOGA.  
 
• Do   not   push   the   thrust   levers   forward   of   the   target   %N1   -­‐   let   the   autothrottle   do   its   job  
(otherwise   you   won’t   know   if   the   autothrottle’s   not   working).     See   Point   10   concerning   hand  
placement.  
 
• Ensure   that   the   target   %N1   has   been   reached   by   60   knots   ground   speed.     If   not,   execute   a  
Rejected  Takeoff  (RTO).  
 
• Unless   you   select   a   different   mode,   the   TOGA   command   mode   that   was   engaged   at   takeoff  
(assuming   you   used   the   autothrottle   system),   will   remain   engaged   until   you   reach   the  
assigned  altitude  indicated  on  the  MCP.  
 
• Selecting   N1   on   the   MCP   does   not   disengage   TOGA   mode.     If   you   want   to   disengage   TOGA  
mode,  the  Flight  Director  switches  must  be  toggled  to  the  ‘OFF’  position,  or  another  vertical  
mode  selected.  
 
8. Maintain   slight   forward   pressure   on   the   control   column   to   aid   in   tyre   adhesion.   Focus   on   the  
runway  approximately  three-­‐quarters  in  front  of  the  aircraft.    This  will  assist  you  to  maintain  
visual   awareness   and   keep   the   aircraft   on   the   centreline.     Use   rudder   and   aileron   input   to  
control  any  crosswind.  
 
9. During  the  initial  takeoff  roll,  the  pilot  flying  should  place  their  hand  on  the  throttle  levers  in  
readiness  for  a  rejected  takeoff  (RTO).     The  pilot  not  flying  should  place  his  hand  behind  the  
throttle   levers.     Hand   placement   facilitates   the   least   physical   movement   should   an   RTO   be  
required.  
 
10. The   pilot   not   flying   will   call   out   ‘80   Knots’.     Pilot   flying   should   slowly   release   the   pressure   on  
the   control   column   so   that   it   is   in   the   neutral   position.     Soon   after   the   aircraft   will   pass  
through  the  V1  speed  (this  speed  is  displayed  on  the  speed  tape).     Takeoff  is  mandatory  at  
V1,   and   Rejected   Takeoff   (RTO)   is   now   not   possible.     The   pilot   flying,   to   reaffirm   this  
decision,  should  remove  his  or  her  hands  from  the  throttles;  thereby,  reinforcing  the  ‘must  fly  
rule’.  
 
11. At   Vr   (rotation),   pilot   not   flying   calls   ‘Rotate’.     Pilot   flying   slowly   and   purposely   initiates   a  
smooth  continuous  rotation  at  a  rate  of  no  more  than  2  to  3  degrees  per  second  to  an  initial  
target  pitch  attitude  of  8-­‐10  degrees  (15  degrees  maximum).  
 
Important  Points:  
 
• Normal   takeoff   attitude   for   the   B737-­‐800   is   between   8   and   10   degrees.     This   provides   20  
inches  of  tail  clearance  at  flaps  1  and  5.     Tail  contact  will  occur  at  11  degrees  of  pitch  (if  the  
aircraft  is  still  on  or  close  to  the  ground).  
 
• Takeoff   at   a   low   thrust   setting   (low   excess   energy,   low   weight,   etc)   will   result   in   a   lower  
initial  pitch  attitude  target  to  achieve  the  desired  climb  speed.  
 

© www.flaps2approach.com 3
 
 Takeoff  Procedures    

• The   correct   takeoff   attitude   is   achieved   in   approximately   3   to   4   seconds   after   rotation  

(depending  on  airplane  weight  and  thrust  setting).  
 
12. Following  takeoff,  continue  to  raise  the  aircraft’s  nose  smoothly  at  a  rate  of  no  more  than  2  to  
3  degrees  per  second  toward  15  degrees  pitch  attitude.     The  Flight  Director  (FD)  cues  (pitch  
command  bars)  will  probably  indicate  approximately15  degrees.  
 
• Be   aware   that   the   cues   provided   by   the   Flight   Director   may   on   occasion   be   spurious;  
therefore,  learn  to  see  through  the  cues  to  the  actual  aircraft  horizon  line.  
 
• The  Flight  Director  pitch  command  is  NOT  used  during  rotation.  
 
13. At   this   stage,   you   most   likely   will   need   to   trim   the   aircraft   to   maintain   minimum   back  
pressure  (neutral  stick)  on  the  control  column.    The  737  aircraft  is  usually  trimmed  to  enable  
flight  with  no  pressure  on  the  control  column.     It’s  quite  normal  to,  following  rotation,  trim  
down  a  tad  to  achieve  neutral  loading  on  the  control  column.     Do  not  trim  during  the  actual  
rotation  of  the  aircraft.  
 
14. When   positive   rate   has   been   achieved,   and   double   checked   against   both   the   actual   speed   the  
aircraft  is  flying  at  (see  speed  tape  on  PFD),  and  the  vertical  speed,  the  pilot  flying  will  call  
‘Gear  Up’  and  the  pilot  not  flying  will  raise  the  gear  to  minimize  drag  and  allow  air  speed  to  
increase.    The  pilot  not  flying  will  also  announce  ‘gear  is  up’  when  the  gear  has  been  retracted  
successfully.  
 
15. The  Flight  Director  will  command  a  pitch  to  maintain  an  airspeed  of  V2  +15/20.     Follow  the  
Flight   Director   cues   (pitch   command   bar),   or   target   a   specific   vertical   speed.     The   vertical  
speed   will   differ   widely   when   following   the   FD   cues   as   it   depends   on   weight,   fuel,   derates,  
etc.   If   not   using   the   FD,   try   to   maintain   a   target   vertical   speed   (V/S)   of   ~2500   feet   per  
minute.  
 
Important  Points:  
 
• V2+15/20   is   the   optimum   climb   speed   with   takeoff   flaps   (flaps   5).     It   results   in   maximum  
altitude  gain  in  the  shortest  distance  from  takeoff.  
 
• If   the   FD   cues   following   rotation  appear   to   be   incorrect,   or   the   pitch   appears   to   be   too   great,  
ignore  the  FD  and  follow  vertical  speed  guidance.    
 
• Bear  in  mind  that  vertical  speed  has  a  direct  relationship  to  aircraft  weight  -­‐  if  aircraft  weight  
is  moderate  to  low,  use  reduced  takeoff  thrust  (derates)  or  Assumed  Temperature  Method  to  
achieve  recommended  vertical  speed.  
 
• If  LNAV  and  VNAV  were  selected  on  the  MCP  prior  to  takeoff,  LNAV  will  provide  FD  inputs  at  
50  feet  and  VNAV  will  engage  at  400  feet.  
 
• When   VNAV   is   engaged,   the   speed   of   the   aircraft   will   be   automatically   updated   on   the   speed  
tape  and  the  speed  window  on  the  MCP  will  become  blank.      
 
• If   LNAV   and   VNAV   have   not   been   selected   prior   to   takeoff,   it’s  common   practice   to   manually  
select  a  roll  mode  (LNAV)  at  400  feet.    VNAV  is  usually  selected  after  flaps  UP.  
 
16. Follow  and  fly  the  cues  indicated  by  the  FD,  or  maintain  a  command  speed  at  V2  +15/20  (if  
flying   manually)   until   you   reach   a   predefined   altitude   called   the   Acceleration   Height   (AH).    
AH  is  often  stipulated  by  company  policy  and  is  usually  between  1000-­‐1500  feet  ASL.  
 

© www.flaps2approach.com 4
 
Takeoff  Procedures    

17. At   or   when   passing   through   Acceleration   Height   (~1500   Feet   RA),   a   number   of   tasks   may  
need  to  be  completed  that  may  invoke  changes  in  the  PFD  display  (i-­‐vi).    
 
(i) The   nose   of   the   aircraft   is   lowered   (pitch   decreased).     This   will   increase   airspeed   and  
lower  vertical  speed.    A  rough  estimate  to  target  is  half  the  vertical  speed  used  at  takeoff.      
 
(ii) The  flaps  should  be  retracted  as  per  the  Flaps  Retraction  Schedule.    If  noise  abatement  is  
necessary,  flaps  retraction  may  occur  at  Thrust  Reduction  Height.      
 
Retract   flaps   as   per   the   Flaps   Retraction   Schedule     Essentially,   retract   each   degree   of  
flaps   as   the   aircraft's   speed   passes   through   the   next   flap   increment   setting.     The   flaps  
increment   détente   is   displayed   in   green   on   the   PFD   speed   tape.     For   example,   as   the  
aircraft   passes   through   the   flaps   1   designation   you   would   select   flaps   5   to   flaps   1.     Then,  
when   the   airspeed   passes   through   the   flaps   UP   position   you   would   select   flaps   1   to   flaps  
UP.    You  do  not  want  to  exceed  the  flaps  limit  speed.    (See  Interesting  Points  (second  dot  
point)  regarding  the  Speed  Trend  Vector).  
 
Do  not  retract  flaps  unless  the  aircraft  is  accelerating,  and  the  airspeed  is  at,  or  greater  
than   V2+15/20   -­‐   this   ensures   the   speed   is   within   the   manoeuvre   margin   allowing   for  
over-­‐bank  protection.    Do  not  retract  flaps  below  1000  feet  RA.  
 
(iii) When  flaps  retraction  commences,  the  airspeed  bug  will  disappear  from  the  speed  tape  
on  the    
PFD.  
 
(iv) If   flying   manually   without   VNAV   selected,   at   Acceleration   Height   set   the   speed   in   the  
speed  window  of  the  MCP  to  a  speed  that  corresponds  to  the  flaps  UP  speed.     The  flaps  
UP   speed   can   be   found   displayed   on   the   speed   tape   on   the   PFD.     This   is   often   referred   to  
as  ‘Bugging  Up’.  
 
(v) If   VNAV   has   been   selected   prior   takeoff,   the   flaps   UP   speed   will   be   populated   and  
displayed  on  the  speed  tape  on  the  PFD.    However,  the  speed  will  not  be  displayed  in  the  
MCP  speed  window  (the  window  will  be  blank).  
 
(vi) Some   flight   crews   when   reaching   Acceleration   Height   call   'Level   Change,   Set   Top   Bug'.    
This   ensures   that   TOGA   speed   is   disengaged   (by   selecting   another   mode)   and   causes   the  
FD  cues  to  lower  on  the  PFD;  thereby,  increasing  speed  as  Level  Change  increases  thrust.  
 
18. When   the   aircraft   flies   through   the   flaps   UP   speed,   and   after   the   flaps   have   been   fully  
retracted,  the  desired  climb  speed  is  dialled  into  the  speed  window  of  the  MCP  (If  VNAV  is  
not   selected).     If   VNAV   has   been   selected,   the   climb   speed   will   be   automatically   populated  
and  displayed  in  the  PFD  (as  will  the  cruise  speed  when  the  aircraft  reaches  cruise  altitude).  
 

© www.flaps2approach.com 5
 
Takeoff  Procedures    

Important  Points:  
 
• If  VNAV  is  selected,  the  speed  window  in  the  MCP  is  blank.    However,  if  VNAV  is  not  selected,  
(as  in  manually  flying)  the  speed  window  is  open.  
 
• If  automation  and  the  autothrottle  system  (TOGA)  is  not  being  used,  and  you  are  manually  
flying  the  aircraft,  Press  N1  on  the  MCP  (if  desired)  at  Acceleration  Height  and  follow  FD  cues  
to  flaps  UP  speed.    Pilot  not  flying  sets  gear  lever  set  to  OFF.      
 
• When   N1   is   selected,   the   autothrottle   will   control   the   speed   of   the   aircraft   to   the   N1   limit   set  
by  the  FMS.    Selecting  N1  ensures  the  aircraft  has  maximum  power  (climb  thrust)  in  case  of  a  
single  engine  failure.    
 
• If   the   autothrottle   system   (TOGA)   has   been   used   during   takeoff,   N1   is   automatically   selected    
(by  the  FMS)  at  thrust  reduction  altitude  (usually  1500  feet  RA).    There  is  no  need  to  press  
the  N1  button  on  the  MCP.  
 
• N1   mode   doesn’t   control   the   aircraft’s   speed   -­‐   it   controls   thrust.   The   autothrottle   will   set   the  
maximum  N1  thrust  (power).    The  aircraft’s  speed  is  controlled  by  the  pitch  attitude.  
 
•        Selecting  N1  on  the  MCP  does  not  provide  any  form  of  speed  protection.    
 
• Acceleration  Height  can  be  changed  in  the  CDU.  
 
19. The  aircraft  is  usually  flown  at  a  speed  no  faster  than  250  KIAS  to  10,000  feet.    At  10,000  feet  
increase  your  speed  to  270  KIAS  (or  whatever  is  desired  based  on  environmental  factors).  
 
At   this   stage,   you   can   hand   fly   the   aircraft   to   altitude,   or   select   a   suitable   pitch   and   roll   mode  
(LVL  CHG,  V/S,  LNAV  &  VNAV)  using  either  CWS  or  the  autopilot.    If  the  aircraft  is  being  hand  
flown,   then   the   appropriate   climb   and   cruise   speeds   will   need   to   be   dialed   into   the   MCP.     If   a  
pitch   and   roll   mode   is   selected   and   the   autopilot   not   selected,   the   FD   will   provide   visual  
cues.      
 
20. At   10,000   feet,   dial   270   KIAS   into   the   MCP   speed   window   and   then   at   12,000   feet   dial   in   290  
KIAS.     Follow  the  Flight  Director  cues  or  maintain  roughly  2000-­‐2500  fpm  vertical  speed  (if  
the  FD  is  not  being  used).     At  cruise  altitude,  transition  to  level  flight  and  select  on  the  MCP  
speed  window  290-­‐310  KIAS  or  whatever  the  optimum  speed  is  (see  CDU).  
 
Interesting  Points:  
 
• Many   pilots   fly   manually   to   10,000   feet   before   engaging   the   autopilot.     To   enhance  
situational  awareness,  it’s  common  practice,  if  hand  flying,  to  have  LNAV  and  VNAV  selected,  
but  not  have  the  autopilot  selected.  
 
• Located  on  the  speed  tape  is  a  green  coloured  line  called  a  Speed  Trend  Vector  (STV).     The  
Speed   Trend   Vector   will   display   an   upwards,   neutral   or   downwards   facing   arrow.     During  
climb-­‐out,  the  Speed  Trend  Vector  arrow  can  be  used  to  determine  how  long  it  will  take  for  
the  aircraft,  at  the  current  thrust  setting,  to  reach  that  speed  –  usually  around  10  seconds.    
Therefore,   when   the   upward   arrow   reaches   the   flaps   increment,   the   aircraft   will   pass  
through  this  flaps  limit  in  approximately  10  seconds.    The  Speed  Trend  Vector  can  be  used  to  
help  in  knowing  when  to  initiate  retraction  of  the  flaps.  
   

© www.flaps2approach.com 6
 
Takeoff  Procedures    

Summary  
 
The   above   procedures   are   general.     Specific   airline   policy   for   a   particular   airline   may   indicate  
otherwise.     Likewise,   there   is   considerable   latitude   to   how   the   aircraft   is   flown,   whether   it   be  
manually  or  with  part  or  full  automation  selected.  
 
It’s   very   easy   to   become   confused   during   the   takeoff   phase   -­‐   especially   in   relation   to   automation,  
V  speeds  and  how  and  when  to  change  from  TOGA  to  MCP  speed  (if  flying  manually).    The  takeoff  
phase   occurs   quickly,   there   is   a   lot   to   do,   and   quite   a   bit   to   remember   -­‐   there   is   little   time   to  
consult  a  manual  or  cheat  sheet.  
 
One   way   to   gain   a   little   extra   time   during   the   takeoff   transition,   is   to   select   an   appropriate  
derate.    Apart  from  this  being  standard  practice  in  the  real  world,  a  derate  will  help  control  over-­‐
pitching   and   high   vertical   speeds,   which   are   a   common   occurrence   when   the   aircraft   is   light  
(minimal  fuel  load,  passengers  and/or  cargo).  
 

© www.flaps2approach.com 7
 
Takeoff  Procedures    

PART  TWO:    Takeoff  Guideline  (LNAV,  VNAV  &  autopilot  selected  prior  to  takeoff)  
 
Although   I’ve   mentioned   some   of   the   VNAV   procedures   in   the   above   discussion,   I   though   it  
pertinent   to   include   this   section   detailing   automated   takeoff   using   VNAV   and   LNAV   (1-­‐10).     Note  
that  this  information  relates  to  U10.8A.      
 
Important  Point:  
 
• The  aircraft  requires  information  from  the  FMS  when  automation  (LNAV  &  VNAV)  is  used.    
Therefore,  data  must  be  inputted  into  the  CDU.  
 
1. Select   from   the   CDU   a   desired   Standard   Instrument   Departure   (SID)   and   press   the  
illuminated  annunciator  (EXEC)  on  the  CDU.      
 
2. Verify  the  Flight  Director  switches  are  selected  to  the  ‘ON’.  
 
3. ‘ARM’  LNAV  and  VNAV  on  the  MCP  (press  the  LNAV  &  VNAV  buttons  on  the  MCP).  
 
4. ‘ARM’     the  Autopilot  (press  CMD  A/B)  and  set  the  Command  Speed  in  the  speed  window  of  
the  MCP  to  V2  (The  V2  speed  can  be  found  in  takeoff  the  page  of  the  CDU).  
 
5. Takeoff  (as  discussed  earlier).  
 
6. VNAV   will   engage   at   400   feet   and   the   Flight   Director   will   command   V2   +15/20.     The  
appropriate  bugs  on  the  PFD  speed  tape  will  be    populated  automatically.     The  speed  should  
always  be  crosschecked  against  the  actual  speed  that  the  aircraft  is  flying  and  the  white  bug  
on  the  speed  tape.  
 
7. At   Acceleration   Height   (between   1000-­‐1500   feet   or   as   indicated   in   the   CDU)   the   Flight  
Director  will  command  a  speed  10  knots  above  the  FLAPS  UP  speed.    
 
8. Lower  the  aircraft’s  nose  and  follow  the  FD  cues  (command  pitch  bars).  
 
9. Commence  FLAPS  retraction  and  follow  the  Flaps  Retraction  Schedule  (Point  18  above).  
 
10. As  the  FLAPS  retract  into  the  UP  position  the  Flight  Director  will  command  250  knots.  
 

© www.flaps2approach.com 8
 
Takeoff  Procedures    

SECTION  THREE:    Enlarging  On  Summarised  Important  Points        

 
Understanding  %N1  
 
It’s   important   to   have   a   relative   understanding   of   %N1   as   this   will   give   you   incite   to   how   the  
various  levels  of  automation  function.  
 
N1  is  a  measurement  in  percent  (%)  of  the  maximum  RPM,  where  maximum  RPM  is  certified  at  
the   rated   power   output   for   the   engine   (most   simple   explanation).     Therefore,   100%N1   is  
maximum  thrust  while  0%N1  is  no  thrust.    (%)N1  will  be  at  a  percentage  commensurate  with  the  
settings  that  have  been  inputted  to  the  CDU  (aircraft  weight,  fuel,  etc).  
 
Important  Points:  
 
• The  autothrottle  logic  with  TOGA  selected  controls  the  aircraft’s  thrust  (%N1).    The  aircraft’s  
speed  is  controlled  by  pitch  (attitude).        
 
• To  clarify  what  automated  system  is  controlling  the  aircraft,  always  refer  to  the  Flight  Mode  
Annunciations   (FMA)   in   the   PFD   (Refer   to   Table   1   for   a   quick   overview   of   annunciations  
displayed  during  the  takeoff).  
 
Common  Practice  -­  What  to  Select  
 
It’s   not   the   purpose   of   this   article   to   rewrite   the   FCOM   or   FCTM.       Needless   to   say,   there   are  
several  combinations  that  can  be  selected  at  varying  stages  of  flight.     All  are  at  the  discretion  of  
the  pilot  flying,  or  are  stipulated  as  part  of  airline  policy.  
 
After  Acceleration  Height  has  been  reached,  the  aircraft’s  nose  lowered  to  increase  speed,  and  the  
flaps  are  retracted,  it’s  common  practice  to  use  LVL  CHG,  V/S,  or  LNAV  and  VNAV  and  either  hand  
fly  the  aircraft,  select  CWS,  or  select  the  autopilot  (usually  at  or  above  3000  feet)  and  fly  to  cruise  
altitude.  
 
If   the   takeoff   has   been   done   without   LNAV     and   VNAV   selected,   LNAV   can   be   selected   at,   or   after  
50  feet  and  VNAV  can  be  selected  at,  or  after  400  feet.    After  either  of  these  two  modes  have  been  
selected,   the   Flight   Director   cues   will   automatically   update   to   reflect   the   data   that   has   been  
inputted  into  the  FMS.  
 
Theoretically,  a  crew  can  manually  fly  the  FD  cues  at  V2+15/20  to  the  altitude  set  in  the  MCP.    
However,  there  will  be  no  speed  protection,  and  if  the  pitch  cues  recommended  by  the  FD  are  not  
followed,  then  the  airspeed  may  be  either  above  or  below  the  optimal  setting  or  safety  envelope.    
Selecting   an   automation   mode   is   what   engages   the   speed   protection   (speed   protection   will   be  
discussed  shortly).  
 
In   the   above   scenario   (assuming   the   aircraft   is   being   manually   hand   flown),   unless   another  
vertical  mode  is  selected,  the  aircraft  will  remain  in  TOGA  command  mode  (thrust  controlled  by  
N1)   until   the   altitude   set   in   the   MCP   is   reached.     To   deselect   (cancel)   TOGA   as   the   command  
mode,   another   mode   such   as   LVL   CHG,   VNAV   or   V/S   will   need   to   be   selected.     Altitude   Hold   (ALT  
HOLD)  also  deselects  TOGA  as  does  engaging  the  autopilot.      
 
Flight   crews   typically   hand   fly   the   aircraft   until   the   flaps   are   retracted   and   the   aircraft   is   in   clean  
configuration.    A  command  mode  is  then  selected  to  continue  the  climb  to  cruise  altitude.  CWS  or  
the  autopilot  may  or  may  not  be  engaged.  
 
Important  Point:  
 
• It’s  important  to  understand  what  controls  the  various  command  modes.     For  example,  LVL  
CHG   is   controlled   by   N1   and   pitch.     In   this   mode,   the   autothrottle   will   use   full   thrust,   and   the  
speed  will  be  controlled  by  pitch.        
 

© www.flaps2approach.com 9
 
Takeoff  Procedures    

TABLE  1:      N1  MCP  annunciation  and  FMA  displays  for  common  time  events  during  takeoff  and  
climb.  
 
OPERATION  /  EVENT   FMA    DISPLAY  /  THROTTLE   N1  MCP  ANNUNCIATION  
TOGA  (engage)   N1  /  HDG  /  TOGA  (1)   N1  (on)  
80  Knots  callout   THR  HLD  /  TOGA   N1  (not  on)  
Rotation  Vr   ARM  /  TOGA    
800  feet   ARM  /  TOGA   N1  (not  on)  
Throttle  Reduction   N1  /  TOGA   N1  (on)  
Altitude  (TRA)  
LVL  CHG  (1)  (engage)   N1  /MCP  SPD   N1  (on)  
VNAV  (engage)      
Vertical  Speed  (engage)      
N1  (engage  from  MCP)      
Altitude  reached  (MCP)   MCP  SPD  /  ALT  ALQ   N1  (not  on)  
MCP  SPD  /  ALT  HOLD    

(1)  –  Differing  command  modes  will  display  differing  FMA  and  N1  annunciations.      
TABLE   2:     Throttle   command   modes   for   common   time   events   during   takeoff   and   climb.     The  
flight   crew   can   manually   override   the   autothrottle   logic   by   advancing   or   retarding   the   thrust  
levers  by  hand.    This  can  only  be  done  at  certain  phases  of  flight.    Throttle  online  means  that  the  
crew   can   override   the   autothrottle   logic,   while   Throttle   offline   means   that   the   logic   cannot   be  
overridden.  
 
OPERATION/EVENT   THROTTLE  MODE   NOTES  
TOGA  (engage)   Mode  is  offline   Cannot  override  
60  Knots   Mode  is  offline   Cannot  override  
80  Knots  callout  (1)   Mode  is  online   Can  override  
Rotation  Vr   Mode  is  online   Can  override  
800  feet   Modes  is  online   Can  override  
Throttle  Reduction  Altitude     Mode  is  offline   Cannot  override  
Engage  LVL  CHG  (1)   Mode  is  offline   Cannot  override  
(1)  –  The  speed  that  the  throttle  mode  changes  is  84  knots.  
Speed  Protection  
 
One   of   the   advantages   when   using   the   automated   systems   is   the   level   of   speed   protection   that  
some  of  the  systems  provide.     Speed  protection  means  that  the  autothrottle  logic  will  not  allow  
the   aircraft’s   speed   to   be   degraded   to   a   value,   by   which   the   aircraft   can   stall   or   be   below  
manoeuvring  speed.  
 
Speed   protection   is   not   active   with   every   automated   system.     Whether   speed   protection   is   active  
depends  upon  the  FMS  software  in  use,  the  automation  mode  selected,  and  whether  the  flaps  are  
extended  or  fully  retracted.  
 
As   an   example,   when   you   select   LVL   CHG,   the   speed   window   will   open   allowing   you   enter   a  
desired   speed.     LVL   CHG   is   speed   protected,   meaning   that   the   aircraft's   speed   will   not   increase  
beyond  the  speed  inputted  into  the  MCP.     This  is  because  LVL  CHG  is  controlled  by  N1  (thrust)  
while  the  aircraft’s  speed  is  controlled  by  pitch.  
 

© www.flaps2approach.com 10
 
Takeoff  Procedures    

VNAV   also   has   active   speed   protection,   but   not   with   flaps   extended.     The   speed   that   VNAV  
commands   is   defined   by   the   speed   set   in   the   CDU   (which,   to   complicate   matters   can   differ  
depending  upon  what  FMS  software  is  installed).  
 
Vertical  Speed  (V/S),  in  contrast,  provides  no  speed  protection.     This  is  because  V/S  holds  a  set  
vertical   speed.     In   V/S,   if   you   are   not   vigilant,   you   can   easily   encounter   an   overspeed   or   under  
speed  situation.  
Selecting   N1   by   depressing   the   N1   button   on   the   MCP   (without   any   other   mode   selected)   does  
not  provide  speed  protection.    Using  the  N1  mode  only  ensures  maximum  thrust  is  generated.  
 
Important  Points:  
 
• Speed  protection  is  armed  only  for  some  levels  of  automation.  
 
• It’s  imperative  that  you  carefully  observe  (scrutinise)  the  Flight  Mode  Annunciators  (FMA)  to  
ensure  the  aircraft  is  flying  the  mode  intended.            
 
Always  Think  Ahead  
 
As   stated,   the   takeoff   phase   happens   quickly,   especially   if   the   aircraft’s   weight   is   light   (cargo,  
passengers  and  fuel).  
 
Soon  after  rotation  (Vr),  the  aircraft  will  be  at  Acceleration  Height  and  beyond…    It’s  important  to  
remain  vigilant  and  know  what’s  happening,  and  think  one  step  ahead  of  the  automated  system  
that   is   controlling   the   aircraft.     You   don’t   want   the   automation   to   get   ahead   of   you   and   hear  
yourself  thinking  ‘what’s  it  doing  now’.  
 
Aircraft  Weight  
 
Although   briefly   discussed   earlier,     I’d   like   to   enlarge   upon   how   the   weight   of   the   aircraft   can  
have  an  affect  on  takeoff  and  climb.    An  aircraft’s  weight  is  altered  by  the  volume  of  fuel  on  board,  
the  number  of  passengers,  and  the  amount  of  cargo  in  the  holds.  
 
In   some   respects,   a   heavily   laden   aircraft,   although   requiring   higher   thrust   settings   and   longer  
runway   length,   will   be   more   stable   than   the   same   aircraft   at   a   lighter   weight.     A   lightly   laden  
aircraft  will  use  less  runway  and,  unless  thrust  settings  are  managed  accordingly,  will  be  prone  to  
an  excessive  rate  of  climb  (high  vertical  speed  and  high  pitch  angle).     This  can  lead  to  tail  strike  
and  uncomfortably  high  rates  of  ascent.  
 
To   manage   this,   flight   crews   often   limit   the   takeoff   thrust   by   using   one   of   several   means.    
Typically,   a   thrust   derate   is   used   with   either   CLB   1   or   CLB   2   set   in   the   CDU,   or   an   assumed  
temperature   thrust   reduction   is   used.       Selecting   either   option   will   cause   a   longer   takeoff   roll  
(less  thrust)  and  delay  the  rotation  point  (Vr),  however,  the  climb-­‐out  will  be  less  aggressive  and  
more  manageable.  
 
Final  Call  
 
Reiterating,  the  above  guidelines  are  generalist  only.    Flight  crews  use  varying  methods  to  fly  the  
aircraft,   and   often   the   method   used   will   be   chosen   based   on   company   policy,   crew   experience,  
aircraft  weight,  and  other  environmental  factors,  such  as  runway  length,  weather  and  winds.  
 
For  addition  information:          
 
• Acceleration  Height,  Thrust  Reduction  Height,  and  Derated  Thrust.  
 
• B737-­‐800  NG  Flight  Mode  Annunciator  (FMA).  
 
• Flight  Management  System  (FMS)  Software  and  its  Relationship  with  LNAV  and  VNAV.  

© www.flaps2approach.com 11
 
Takeoff  Procedures    

Future  Articles  
 
Time   permitting,   other   articles   will   be   published   dealing   with:   descent,   initial   approach,   and  
landing  (ILS,  VNAV,  Circle  to  Land  and  RNAV).  
 
Disclaimer  
 
The  content  in  this  post  has  been  proof  read  for  accuracy,  however,  explaining  procedures  that  
are     convolved,   technical,   and   somewhat   subjective   can   be   challenging.     Errors   on   occasion  
present  themselves.    If  you  observe  an  error  (not  a  particular  airline  policy),  please  contact  me  so  
it  can  rectified.  
 
Footnotes  
 
(1):   For   example,   there   are   different   protocols   between   FMC   U10.6   and   FMC   U10.8   (especially  
when   engaging   VNAV   and   LNAV   prior   to   takeoff).     I   have   purposely   not   addressed   all   these  
differences   because   they   can   be   confusing   (another   article   will   do   this).     As   at   writing   (2020),  
ProSim-­‐AR  uses  U10.8A.  
 
Review  and  Updates  
 
Release  Date   Notes  
04  August  2014   Review  and  content  updated
10  August  2020   Review  and  content  updated
10  April  2021   Review  and  content  updated.    Release  of  .pdf
 
 

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Takeoff  Procedures    

Acronyms  and  Glossary  

 
AFDS  –  Autopilot  Flight  Director  System  
 
AH   -­‐   Acceleration   Height.     The   altitude   above   sea   level   that   aircraft’s   nose   is   lowered   to   gain  
speed  for  flap  retraction.     AH  is  usually  1000  or  1500  feet  and  is  defined  by  company  policy.     In  
the  US  acceleration  height  is  usually  800  feet  RA  
 
CDU  /  FMC  –  Control  Display  Unit  /  Flight  Management  Computer  (term  used  interchangeably  on  
this  website).    The  visual  part  of  the  Flight  Management  System  (FMS)  
 
CLB  1/2  –  Climb  power  
 
Command  Mode  –  The  mode  of  automation  that  controls  thrust  
t  
EICAS  –  Engine  Indicating  and  Crew    Alerting  System  
 
F/D  –  Flight  Director  (Flight  Director  cues/crosshairs)  
 
FMA  –  Flight  Mode  Annunciation  located  upper  portion  of  Primary  Flight  Display  (PFD)  
 
KIAS  –  Knots  Indicated  Air  Speed  
 
LNAV  –  Lateral  Navigation  
 
LVL  CHG  –  Level  Change  Command  Mode  
 
MCP  –  Mode  Control  Panel  
 
N1   &   N2   –   N1   and   N2   are   the   rotational   speeds   of   the   engine   sections   expressed   as   a   percentage  
of   a   nominal   value.   ...   The   first   spool   is   the   low   pressure   compressor   (LP),   that   is   N1   and   the  
second  spool  is  the  high  pressure  compressor  (HP),  that  is  N2.  The  shafts  of  the  engine  are  not  
connected  and  they  operate  separately.  Often  written  N1  or  %N1.  
 
RTO  –  Rejected  Take  Off  
 
T/O  Power  –  Takeoff  power  
 
Throttle  On  &  Offline  –  Indicates  whether  the  throttle  is  being  controlled  by  the  A/T  system  
 
TOGA  –  To  Go  Around  Command  Mode  
 
TRA   -­‐   Thrust   Reduction   Altitude.     The   altitude   that   the   engines   reduce   in   power   to   increase  
engine  longevity.    The  height  is  usually  1500  feet;  however,  the  altitude  can  be  altered  in  CDU  
 
V/S  –  Vertical  Speed  Command  Mode  
 
V1  –  is  the  Go/No  go  speed.     You  must  fly  after  reaching  V1  as  a  rejected  take  off  (RTO)  will  not  
stop  the  aircraft  before  the  runway  ends  
 
V2   –   Takeoff   safety   speed.     The   speed   at   which   the   aircraft   can   safely   takeoff   with   one   engine  
inoperative  (Engine  Out  safe  climb  speed)  
 
VNAV  –  Vertical  Navigation  
 
Vr  –  Rotation  Speed.    This  is  the  speed  at  which  the  pilot  should  begin  pulling  back  on  the  control  
column  to  achieve  a  nose  up  pitch  rate  
 
Vr+15/20  –  Rotation  speed  plus  additional  knots  (defined  by  company  policy)  

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