2.  
Forward pressure on the yoke assists in maintaining control.

3.  
On slippery runways, hold the nose wheel straight with steering wheel while applying rudder for crosswind control.

Rotation and Liftoff
Because the airplane is geometrically limited, it cannot be rotated to a body angle that will prevent it from becoming airborne with takeoff thrust. Premature rotation will probably result in the airplane becoming airborne before the normal liftoff point, and at a slower than normal speed.  Since this speed will be considerably below the best angle of climb speed, the initial climb profile may be greatly reduced.
The airplane has a very low angle of attack on the ground in the three-point attitude.  Delaying rotation (waiting for the airplane to “Fly Itself” off the ground) will increase the liftoff distance considerably.
The airspeed indicator will lag momentarily during rotation due to the vertical movement of the static ports relative to the direction of flight as the nose is lifted.
The airplane will attain V2 + 10 approximately 35 feet above the runway.
Gear retraction will not be initiated until a positive rate of climb has been verified on the IVSI and altimeter, and called by either pilot.  Until ground effect pressure is dissipated, there may be a slight delay for these instruments to read correctly.  Gear will be raised by the pilot not flying.  Gear retraction temporarily increases the airplane drag while the doors are open.
Do not apply brakes after becoming airborne.  Main gear braking at reduced pressure is automatically applied when the landing gear retracts and nose tires have spin brakes in the wheel well.
Maintain takeoff pitch attitude by holding the aircraft at a pitch attitude that satisfies the command bar presentation on the ADI (20° Max ANU).
The command bars are programmed to present a pitch command that results in an airspeed of V2 + 10.
Loss of an engine at V2 + 10 will cause a rapid decay in airspeed requiring an immediate elevator input to maintain V2 airspeed.
Refer to Engine Failure After V1, Section 2.
Noise Abatement
Maintain a pitch attitude to satisfy the command bars (20° Max ANU).
At 1000 feet AGL, the PF calls “HALF RATE, SPEED 250 (or SPEED TOP BUG).”  The PM rolls the vertical speed wheel to approximately 1200 feet per minute and rotates the speed select knob (salmon bug) to 250 (or top bug) knots.
At flaps up speed, the PF calls “FLAPS UP, CLIMB POWER.”  The PM raises the flaps and presses the CL button on the TRI, verifying that the autothrottles reduce to climb power.
At slat retract speed, the PF calls “SLATS RETRACT, AFTER TAKEOFF CHECKLIST.”  The PM retracts the slats and completes the AFTER TAKEOFF CHECKLIST.  The autopilot may be turned on at this time.
At clean maneuver speed (O/retract min. maneuvering), the PF calls “IAS HOLD.”  At this time, the bank angle selector may be reset to 25-30 degrees.
At 3,000 feet AGL:
904 Computer:  Decrease rate of climb by rolling the vertical speed wheel.  Push IAS HOLD button at 250 KIAS and ensure IAS is annunciated in the pitch window of the FMA.
906 and Subsequent Computers:  Roll vertical speed wheel until S 250 is displayed.
The PM will complete the AFTER TAKEOFF checklist when time and conditions permit.  Do not allow accomplishment of the checklist to interfere with outside vigilance during departure.
Note:  Safety is of primary concern when following the noise abatement profile.  Pilot judgment will remain as the overriding factor in determining whether or not the noise abatement procedure will be strictly adhered to, based upon flight conditions encountered.
MANEUVERING
Use of Takeoff Speeds
At 1000 feet AGL on the takeoff profile, call “HALF RATE, SPEED 250” and accelerate towards the 0° FLAPS/RET maneuvering speed (clean min maneuvering) represented by the top bug.  Retract the flaps and then the slats at their respective speeds.

Maneuvering Capability
The maximum angle of bank for normal operations is 30°.  Maneuvering airspeed is the minimum airspeed for a particular flap/slat configuration which safely allows 30° of bank with an additional 15° of bank available before stickshaker activation.
After takeoff, with slats extended, flaps at the takeoff setting, and speed at V2
+ 10 knots or greater, 30° of bank is permitted.  When flaps and slats are retracted on schedule at their respective retraction speeds, bank angle must be limited to 15° until achieving clean minimum maneuver speed.  If more than 15° of bank is required during flap/slat retraction, delay flap retraction until attaining slat retract speed and delay slat retraction until attaining clean minimum maneuver speed.
　
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