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Crew coordination in the event of a rejected takeoff

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Discussion of any unusual, non-standard, or abnormal conditions which might affect the safety of the flight

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Terrain considerations

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Determination of the transition altitude

When practical, it is recommended that as much of the takeoff briefing as possible be completed at the gate or earlier.
For subsequent flights with the same crew, the briefing may be substantially abbreviated.  However, any changes or items peculiar to the specific departure should be thoroughly reviewed.
The shoulder harness must be used for takeoff.
. Engine Restart Items:  These must be accomplished after restarting the right engine following single engine taxi.
INTENTIONALLY LEFT BLANK
TAXI NOTES

General
Airplane response to thrust change is slow, particularly at high gross weights. Idle thrust is adequate for taxiing under most conditions.  A slightly higher thrust setting is required to start taxiing.  Allow time for aircraft response to each thrust change.
To initiate taxi, release brakes, smoothly increase thrust to minimum required for the airplane to roll forward (normally a maximum of 1.2 EPR) and reduce thrust to idle.  Do not start a turn until sufficient forward speed has been attained to carry the airplane through the turn at idle thrust.
Thrust use during ground operation demands sound judgment and technique. The air blast effects from the high bypass engines at relatively low thrust can be destructive and cause injury.  Avoid following other airplanes too closely. Jet blast is a major cause of foreign object damage.
The tendency is to taxi faster than desired.  This is especially true during runway turnoff after landing.  The appropriate taxi speed will depend on turn radius and surface condition.  Nose wheel scrubbing indicates excessive steering angle and/or taxi speed for surface condition.  The normal straight away taxi speed should not exceed approximately 25 knots.  Speeds in excess of this, when combined with long taxi distances, cause heat buildup in tires. When approaching a turn, speed should be slowed to the appropriate speed for the conditions.  On a dry surface, use approximately 8 - 12 knots.
Note:  To preclude engine FOD, the recommended maximum taxi speed is 20 knots. 
Note:  Use of reverse thrust is not authorized during taxi.  At low speeds the reverse thrust can cause loose objects on the taxiway to be ingested causing FOD. 

Do not be diverted from the primary task of safely taxiing the airplane.  The flight crew should avoid all unnecessary activity and duties (including paperwork) that can be accomplished at another time.

JET ENGINE EXHAUST VELOCITY CONTOURS ENGINE - RESTRICTED AREAS TURNING RADII MD-80 TAXI TURNING PATH

Tight Gate Positions
Taxiing out of tight gate positions poses a special problem in congested ramp areas because of the location of the engines and the jet blast danger area aft of the tail.  Great care on the part of the Captain is necessary to avoid jet blast damage to other aircraft, ground support equipment, large windows, concourse structures, etc.
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Advance throttles to a maximum of 1.2 EPR.

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Retard the power as soon as possible after the aircraft starts to taxi.

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If tight turns are required in a restricted area, leave power on until the point where the jet blast area could cause a problem, then close throttles. This should provide sufficient momentum to sustain taxi-out of the congested area.

If this much thrust will not move the airplane in tight gate areas where there is exposure to jet blast damage, the Captain will close the throttles and request tow-out.
Nosewheel / Rudder Pedal Steering
Note:  At start of taxi, allow airplane to move forward prior to initiating any maximum nosewheel turning angle.  Under conditions of uneven ramp surface, positioning of nosewheels to maximum turning angle prior to forward motion can result in nosewheels being forced beyond 82° steering range causing a mechanical overcenter steering lock condition;  maintenance action is then required to reposition nosewheels within normal steering envelope. This condition can also occur if nosewheels are left at maximum towing angle when terminating a towing action.
Maintain a positive pressure on the nose steering wheel in both directions to prevent the nose gear from returning to center abruptly.  Straight ahead steering and large radius turns may be accomplished with rudder pedal steering only.  If nose wheel “scrubbing” occurs while turning, reduce steering angle and/or taxi speed.  Differential thrust may be required for heavy airplanes during tight turns but should only be used as required to maintain the desired speed in the turn.  Center the nose wheel and allow the airplane to roll straight ahead to relieve stress on the main and nose gear structure prior to stopping after completing a turn.  Avoid stopping the airplane in a turn as excessive thrust will be required to start taxiing again.
　
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