TAKEOFF: VERIFY THE RESPONSE WHILE FLYING THE AIRCRAFT
Confirm runway identity and heading against the briefing and cleared departure. With takeoff clearance received, perform the normal engine stabilisation and select the calculated detent. Crosscheck rating, engine response and FMA as the takeoff develops. [113, PDF pp. 2-6] [21, PDF pp. 117-124]
During the roll, monitor the engine and airspeed indications against the calculated speeds and trained decision framework. Rotate smoothly at the applicable VR and establish the intended path. Confirm positive climb before gear retraction and keep secondary tasks subordinate to the flight path. [113, PDF pp. 4-5] [21, PDF pp. 118-120]
Monitor the initial FD guidance and FMA. If engaging the autopilot, use the applicable conditions and limits and confirm engagement and mode state. The transition from ground roll to initial climb contains several changes in quick succession; fly the required path while identifying the changes that affect it. [21, 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. [23, 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. [21, PDF pp. 117-124] [23, 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. [21, PDF pp. 117-124] [23, 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. [21, PDF pp. 117-124] [23, 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. [21, 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. [23, PDF pp. 1065-1072] [21, PDF pp. 117-124]
Complete when: The aircraft is airborne, climbing on the intended initial guidance, and the landing gear is retracting or up.