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3.6 FCT 777/787 Preliminary (TM)
777-200 - 777-300ER
Note: If the nose wheel steering tiller is not released before application of takeoff
thrust, a configuration warning may occur due to the aft axle steering being
out of the locked position.
Allowing the engines to stabilize provides uniform engine acceleration to takeoff
thrust and minimizes directional control problems. This is particularly important
if crosswinds exist or the runway surface is slippery. The exact initial setting is not
as important as setting symmetrical thrust. If thrust is to be set manually, smoothly
advance thrust levers toward takeoff thrust.
777-200 - 777-300ER
Note: During tailwind conditions, slight EPR (as installed) fluctuations may
occur on some engines before 5 knots forward airspeed.
787-8
Note: During tailwind conditions, slight TPR (as installed) fluctuations may
occur on some engines before 5 knots forward airspeed.
Note: Allowing the engines to stabilize for more than approximately 2 seconds
before advancing thrust levers to takeoff thrust may adversely affect
takeoff distance.
777-200 - 777-300ER
After thrust is set, a small deviation in N1 or EPR between engines should not
warrant a decision to reject the takeoff unless this deviation is accompanied by a
more serious event. (Refer to the QRH, Maneuvers Chapter, Rejected Takeoff, for
criteria.) Ensure the target N1 is set by 80 knots, but minor adjustments may be
made, if needed, immediately after 80 knots. Due to variation in engine types,
thrust settings, runway conditions, etc., it is not practical to specify a precise
tolerance in N1 or EPR difference between engines for the takeoff thrust setting.
787-8
After thrust is set, a small deviation in N1 or TPR between engines should not
warrant a decision to reject the takeoff unless this deviation is accompanied by a
more serious event. (Refer to the QRH, Maneuvers Chapter, Rejected Takeoff, for
criteria.) Ensure the target N1 is set by 80 knots, but minor adjustments may be
made, if needed, immediately after 80 knots. Due to variation in engine types,
thrust settings, runway conditions, etc., it is not practical to specify a precise
tolerance in N1 or TPR difference between engines for the takeoff thrust setting.
October 31, 2006
777/787 Flight Crew Training Manual
Takeoff and Initial Climb
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 3.7
If an engine exceedance occurs after thrust is set and the decision is made to
continue the takeoff, do not retard the thrust lever in an attempt to control the
exceedance. Retarding the thrust levers after thrust is set invalidates takeoff
performance. When the PF judges that altitude (minimum 400 feet AGL) and
airspeed are acceptable, the thrust lever should be retarded until the exceedance is
within limits and the appropriate NNC accomplished.
Use of the nose wheel steering tiller is not recommended above 30 knots.
However, pilots must use caution when using the nose wheel steering tiller above
20 knots to avoid over-controlling the nose wheels resulting in possible loss of
directional control.
Light forward pressure is held on the control column. Keep the airplane on
centerline with rudder pedal steering and rudder. The rudder becomes effective
between 40 and 60 knots. Maximum nose wheel steering effectiveness is available
when above taxi speeds by using rudder pedal steering.
Regardless of which pilot is making the takeoff, the captain should keep one hand
on the thrust levers until V1 in order to respond quickly to a rejected takeoff
condition. After V1, the captain’s hand should be removed from the thrust levers.
The PM should monitor engine instruments and airspeed indications during the
takeoff roll and announce any abnormalities. The PM should announce passing 80
knots and the PF should verify that his airspeed indicator is in agreement.
A pitot system blocked by protective covers or foreign objects can result in no
airspeed indication, or airspeed indications that vary between instruments. It is
important that aircrews ensure airspeed indicators are functioning and reasonable
at the 80 knot callout. If the accuracy of either primary airspeed indication is in
question, reference the standby airspeed indicator. Another source of speed
information is the ground speed indication. Early recognition of a malfunction is
important in making a sound go/stop decision. Refer to the Airspeed Unreliable
section in chapter 8 for an expanded discussion of this subject.
The PM should verify that takeoff thrust has been set and the throttle hold mode
(HOLD) is engaged. Once HOLD annunciates, the autothrottle cannot change
　
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