TAKEOFF: VERIFY THE RESPONSE WHILE FLYING THE AIRCRAFT
Line up with a runway you have positively identified from the signs, chart and heading, with takeoff clearance received. The takeoff calculation determines the thrust setting and speeds for this particular departure. Stabilising the engines before requesting takeoff thrust helps us check their response together. The detailed CFM technique in the workshop comes from the cited FCTM and includes different wind cases; it should be used with those qualifications and kept distinct from an IAE procedure. Select the calculated FLX/MCT or TOGA detent as appropriate, then crosscheck the rating, engine response and FMA. We are looking for the takeoff we prepared to develop as expected. [57, PDF pp. 2-6] [13, PDF pp. 117-124]
SRS means Speed Reference System. It provides the initial vertical flight-director guidance during a normal takeoff or go-around. Vertical guidance concerns pitch and the resulting flight path; it does not tell your hand how quickly to rotate the aircraft on the runway. Make the smooth rotation described in the takeoff procedure, then follow the appropriate flight-director guidance once airborne. Knowing which part belongs to you, and which indication you are following next, makes those first seconds much easier to read. [13, PDF pp. 117–118] [57, PDF pp. 2–5]
During the roll, keep the aircraft on the intended runway path while checking engine response and the airspeed indications against the calculated speeds. V1 and VR belong to the actual performance result; a number remembered from another flight cannot do their work. At the applicable VR, begin a smooth rotation using the technique for the aircraft being flown. As the aircraft leaves the ground, establish the intended flight path, then confirm positive climb before retracting the gear. Positive climb is evidence that the aircraft is climbing, rather than simply an impression produced by the nose coming up. [57, PDF pp. 4-5] [13, PDF pp. 118-120]
The transition into flight changes the outside picture and several indications in quick succession. Continue flying the required path and read the initial flight-director guidance and FMA. The flight director supplies guidance to follow; engaging the autopilot is a separate action with applicable conditions and limits. If you engage it, confirm the engagement and the active modes instead of assuming that a button press has completed the handover. Leave secondary cockpit jobs until the aircraft's path and guidance are established. For a first practice flight, that clear order makes the busiest few moments much easier to understand. [13, PDF pp. 51-64]
IN PRACTICE: From runway centreline to a positive climb
Before you begin: The aircraft is lined up on the cleared runway, the Before Takeoff checklist is complete and the actual wind and runway condition remain within the briefed takeoff case. Use the speeds calculated for this flight. No speed in a picture or another flight is a substitute.
1. Settle on the centreline
Action. Align the aircraft with the runway centreline and check the runway heading against the chart and displayed heading. Keep the cleared initial altitude and intended departure mode in the scan.
Check. The takeoff starts from a known position with the correct directional reference and initial clearance. [14, PDF pp. 1065-1072]
2. Stabilise the engines before the takeoff detent
Action. The supplied FCTM CFM technique first stabilises the engines at 50 percent N1. With no tailwind and crosswind at or below 20 knots, continue to the calculated FLX/MCT or TOGA detent. Its tailwind or crosswind-above-20-knots case adds an intermediate increase to 70 percent N1 before the takeoff detent, with takeoff thrust established by 40 knots groundspeed. Identify the actual wind case before the roll.
Check. Both engines accelerate together through the required staging. The selected takeoff detent agrees with the calculated FLEX or TOGA choice. These figures describe the cited CFM technique, not an IAE start or thrust schedule. [13, PDF pp. 117-124] [14, PDF pp. 1065-1072]
3. Read the mode announcement as acceleration begins
Action. Check the achieved thrust and the FMA thrust, vertical and lateral indications. Confirm SRS and the intended lateral departure guidance, then keep the aircraft on the centreline with the pedals.
Check. The engine response and guidance match the requested takeoff. The FMA has confirmed the result of the lever movement. [13, PDF pp. 117-124] [14, PDF pp. 1065-1072]
4. Keep the roll scan short
Action. Crosscheck the airspeed indications and continuing engine acceleration while keeping the outside centreline picture primary. Follow the briefed takeoff decision framework at the calculated speeds.
Check. Airspeed and thrust develop normally and directional control remains steady. V1 and VR retain their distinct roles. [13, PDF pp. 117-124] [14, PDF pp. 1065-1072]
5. Rotate at the calculated VR
Action. Begin a smooth, continuous rotation at VR, using the outside picture and attitude indication. Once airborne, refine the pitch attitude with the SRS flight-director command.
Check. The aircraft becomes airborne without a late, abrupt pitch correction. SRS is followed as airborne guidance rather than chased as a rotation-rate command on the runway. [13, PDF pp. 117-124]
6. Confirm the climb before retracting the gear
Action. Establish and confirm a positive climb, then select the landing gear UP. Monitor the actual gear indication and continue following the cleared initial path.
Check. The aircraft is climbing and the gear retracts normally. The next tasks are thrust reduction and acceleration at their entered altitudes. [14, PDF pp. 1065-1072] [13, PDF pp. 117-124]
Complete when: The aircraft is airborne, climbing on the intended initial guidance, and the landing gear is retracting or up.