Immediate Turn after Takeoff - One Engine Inoperative
Obstacle clearance or departure procedures may require an immediate turn after takeoff. If applicable, fly the special engine out departure procedure. Initiate the turn at the appropriate altitude (normally at least 400 feet AGL). Maintain V2 to V2 + 15 with takeoff flaps while maneuvering.
Note: Limit bank angle to 15° until V2 + 15 knots. Bank angles up to 30° are permitted at V2 + 15 knots with takeoff flaps.
After completing the turn, and at or above flap retraction altitude, accelerate and retract flaps.

Flap Retraction - One Engine Inoperative
The minimum altitude for flap retraction with an engine inoperative is 400 feet AGL. During training, flap retraction is initiated at 1,000 feet AGL.

At engine out flap retraction altitude, select V/S and set 0-200 fpm on the MCP. Engine-out acceleration and climb capability for flap retraction are functions of airplane thrust to weight ratio. The flight director commands a near level or a slight climb (0-200 fpm) flap retraction segment. Accelerate and retract flaps on the flap-speed schedule.
If the flight director is not being used at flap retraction altitude, decrease pitch attitude to maintain approximately level flight while accelerating. Retract flaps on the flap-speed schedule.
As the airplane accelerates and flaps are retracted, adjust the rudder pedal position to maintain the control wheel centered and trim to relieve rudder pedal pressure.

Flaps Up - One Engine Inoperative
After flap retraction, at flaps up maneuvering speed, select FLCH, set maximum
continuous thrust (CON) and continue climb to obstacle clearance altitude. Initiate the appropriate engine failure non-normal checklist followed by the After Takeoff checklists when the flaps are up and thrust is set. Remain at flaps up maneuvering speed until all obstructions are cleared, then select the engine-out schedule from the CDU CLB page (depending on the next course of action). Ensure autothrottle is disconnected prior to reaching level off altitude. After level off, set thrust as required.

Autopilot Engagement - One Engine Inoperative
When at a safe altitude above 200 feet AGL with correct rudder pedal or trim input, the autopilot may be engaged.
Note: On most airplanes, the TO roll and pitch modes are flight-director-only modes. The autopilot does not engage into the TO mode. The autopilot engages into the HDG HOLD or ATT (as installed) roll mode and the V/S pitch mode whenever the flight director TO roll and/or pitch mode is engaged. On airplanes with the “Autopilot Engagement into Takeoff Mode” option, the autopilot engages into the TO mode.

Noise Abatement - One Engine Inoperative
When an engine failure occurs after takeoff, noise abatement is no longer a requirement.
Copyright . The Boeing Company. See title page for details.
October 31, 2003 FCT 757 (TM) 3.29

Engine Failure During Reduced Thrust Takeoff
Takeoff thrust reduction is based on a minimum climb gradient that clears all obstructions with an engine failure after V1. If reduced thrust is used and an engine failure occurs, based on performance, it is not necessary to set maximum thrust on the remaining engine. However, if maximum thrust is desired, thrust on the operating engine may be increased to go-around thrust by manually setting the thrust levers.
Note: Pushing the GA switch cancels the derate and provides a target thrust setting, but the autothrottle does not come out of the THR HLD mode.
For reduced thrust takeoffs, resetting the operating engine to full thrust provides additional performance margin. This additional performance margin is not a requirement of the reduced thrust takeoff certification and its use is at the discretion of the flight crew. It should be noted the assumed temperature method of computing reduced thrust takeoff performance is always conservative and provides performance equal to or better than the performance obtained if actually operating at the assumed temperature.

Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1
Reduced Thrust Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1Climb Constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1 Low Altitude Level Off  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Transition to Climb  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Climb Speed Determination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2Engine Icing During Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 Economy Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3Economy Climb Schedule - FMC Data Unavailable . . . . . . . . . . . . . 4.3Maximum Rate Climb  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Maximum Angle Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4Engine Inoperative Climb  . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.4
　
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