As with many large aircraft, the tendency is to taxy faster than desired. This is especially true during runway turnoff after landing. The appropriate taxy speed will depend on turn radius and surface condition. Nose wheel scrubbing indicates excessive steering angle and / or taxy speed for the surface condition. The normal taxy speed should not exceed approximately 20 knots. Speeds in excess of this when combined with long taxy distances cause heat build-up in the tyres. When approaching a turn, speed should be slowed to the appropriate speed for the conditions. On a dry surface, use approximately 8 to 12 knots.

Aircraft response to thrust lever movement is slow, particularly at high weights. Engine noise level in the cockpit is low and not indicative of thrust output. Idle thrust is adequate for taxying under most conditions. Although a slight power increase may be required to start taxying, generally the aircraft will start to move at idle settings. Allow time for aircraft response before increasing thrust.

To start taxying, release brakes, smoothly increase thrust if necessary to the minimum speed required for the aircraft to roll forward, and then reduce thrust to idle. Do not start a turn until sufficient forward speed has been attained to carry the aircraft through the turn at idle thrust.

Thrust use during ground operation demands sound judgement and technique. The air blast effects from large, high bypass engines at relatively low thrust can be destructive and cause injury. Avoid following other aircraft too closely. Jet blast is a major cause of foreign object damage.

Use of reverse thrust is not allowed for control of speed and direction due to the possibility of ingestion and / or compressor stalls which may have a detrimental affect on engine operation and durability.

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

Take-off flap is normally set after the handling pilot has obtained taxy clearance, checked that it is clear to the left and right and released the brakes. It is good practice to refrain from obtaining taxy clearance until the engineer is observed clear from the aircraft.

When taxying in daylight it is unnecessary to use landing or turn-off lights. At night the nose landing light and the turn-off lights are normally adequate but there are no restrictions on the use of wing landing lights if required.

The handling pilot should not allow his or her attention to be diverted from controlling the aircraft by making selections on the MCP. This is done by the non-handling pilot when he or she has finished reading back the clearance.

Both pilots are equipped with tiller steering controls (airline-specific). Maintain a positive pressure on the tiller when entering or exiting a turn to prevent the nosewheel from centering abruptly. The tiller performs the same function as a conventional steering wheel.

Straight ahead steering and large radius turns may be accomplished with rudder pedal steering only. If nose wheel "scrubbing" occurs while turning, reduce steering input and / or taxy speed. Avoid stopping the aircraft in a turn as excessive thrust will be required to start taxying again.

Differential thrust may be required for heavy aircraft during tight turns but should only be used as required to maintain the desired speed in the turn. Centre the nose wheel and allow the aircraft to roll straight ahead to relieve stresses in the main and nose gear structure prior to stopping after completion of a turn.

Make a conscious allowance for the length of the aircraft when initiating a turn. The nose wheel should track well outside the taxyway centreline when turning to ensure that the main gear does not leave the paved surface.

If approaching the centreline of a stand at 90 degrees prior to parking, do not commence the final turn until the nose wheels have crossed the centreline.

The diagram below shows the minimum turning radius capability of the aircraft. Note that surface conditions such as the wind may increase this considerably.


The wing tip, which is not visible from the flight deck, describes the largest arc while turning and determines the minimum obstruction clearance path.

The diagram below shows the aircraft being manoeuvred in preparation for a 180 degree turn.


It shows what is thought to be the closest position for the runway edge lights in either of the forward windscreens. It is drawn from the point of view of the First Officer and illustrates that the lights should run no closer than the bottom outside corner of the windscreen.

The aircraft should be taxied parallel to the edge lights before starting the turn, if using a turning pan then ensure the main wheels have passed the beginning of the pan before starting the turn.

Avoid "riding" the brakes to control taxy speed as brake heat build up can become excessive. If taxy speed is too high, reduce speed with a steady brake application and then release the brakes to allow them to cool. Differential braking and braking while turning should be avoided under normal circumstances. Allow for decreased braking effectiveness on slick surfaces.

Taxying in adverse weather conditions requires more awareness to surface conditions. Differential braking may be more effective than nose wheel steering on very slick surfaces. Reduce speed prior to initiating a turn. If the taxyways and runways are covered with snow, slush or water, consideration should be given to the use of engine anti-ice.

Taxy with the flaps up until approaching the active runway for take-off, then select take-off flap. Plan for a short delay on the runway to complete the before take-off procedure and if necessary an engine run-up to ensure proper engine operation. When taxying on a slick surface at reduced speeds use of differential engine thrust will assist in maintaining aircraft momentum through a turn.

After making an approach in icing conditions or landing on a runway covered with snow or slush, do not retract the flaps to less than Flap 20 until the flap area has been checked free of debris.

The Emergency briefing should regularly check knowledge of Rejected Take-off and Engine Shut Down procedures. This means that on the first departure of the day the crew will conduct a full emergency brief. On subsequent departures during that duty period it is only necessary to cover any variations from the previous take-off. It is suggested, however, that in order to maintain interest and act as a refresher, from time to time these subsequent briefings may be used to discuss and rehearse other non-normal procedures.

The pre-take-off briefing is a description of the departure flight path with emphasis on the desired track and altitude restrictions. It assumes normal operating procedures will be used, and therefore it is not necessary to brief normal or standard operating procedures.

Additional briefing may be required when any elements of the take-off and departure are different from those routinely used. These may include:

> Inclement weather
> Adverse runway conditions
> Unusual noise abatement requirements
> A situation where it is necessary to review or define crew responsibilities

The pre-take-off briefing shall be accomplished as soon as practical so as not to interfere with the final take-off preparations. Changes in weather, runway state etc., may necessitate a change to the original take-off data.

The style of briefing should aim to be stimulating and the content relevant to the prevailing conditions. A 'question and answer' style actively involves both crew members in the briefing process.

Reduced thrust take-offs result in lower EGTs and will extend engine life. The maximum thrust reduction authorised is 25% below any certified rating (see table below).

Maximum EPR Reductions

	757 (RR Engines)	757 (PW Engines)
Take off	25%	25%
Climb 1	6%	8%
Climb 2	12%	15%

The TMS control laws do not permit reducing TO thrust below the selected climb thrust. To achieve the desired thrust it is necessary to select a reduced climb thrust first (2 or 1), then by dialling in the assumed temperature, reduce the TO thrust.

If conditions are encountered during the take-off where additional thrust is desired the crew should not hesitate to advance thrust to the limits. Examples of this are:

> Temperature inversion
> Windshear
> Engine failure

Reduced thrust must not be used if the following conditions exist:

> Packs off
> Runway contamination
> Windshear
> Marked temperature inversion (1^o/100ft or more)
> Performance Manual or DDM note
> Calculated V1 less than Vmcg

Slush, standing water, or deep snow can increase take-off distance significantly due to increased rolling resistance. This resistance increases as speed is increased during the take-off roll. Slush or standing water may cause damage to the aircraft.

If there is an element of uncertainty concerning the safety of an operation with adverse runway conditions, do not take-off until the element of uncertainty is removed. Do not use reduced thrust for take-off under adverse conditions.

At this point the accuracy of the map display can be assessed and a decision made as to whether LNAV will be used after take-off. If not then the alternative mode of lateral navigation should be discussed. Also the desired rate of climb to be set after pressing VS at Aa should be briefed by the handling pilot.

When the aircraft is approaching the runway following a clearance to "Line Up" or "Take-off" the non-handling pilot completes the Before Take-off Procedure unprompted and the handling pilot calls for the "Before Take-off Checklist". Whilst lining up it is good airmanship to mentally review the following items:

> Approach clear?
> Is this the correct runway?
> Is the surface wind within limits?
> What is the wake turbulence separation?
> Does the weather radar need to be operating and reviewed?
> Is engine anti-icing required?

The following sequence of actions occurs on every take-off:

> Use minimum thrust until aligned with the runway centreline.
> Handling pilot must have his/her heels on the floor.
> Once cleared for take-off commence take-off roll when lined up, there is no requirement for a standing start.
> Handling pilot sets approximately 1.20EPR, and allows both engines to stabilise.
> With one hand resting lightly on the throttles, handling pilot calls "Select EPR"
> The non-handling pilot then selects the autothrottle EPR mode or smoothly sets take-off thrust manually.
> Final thrust adjustments will be made by the non-handling pilot with reference to the digital readouts by 80 knots and a call "Power set" is made. Above 80 knots no adjustments are made except as required to maintain engine parameters within their limits. The handling pilot should check the correct EPR is set.
> The handling pilot flying will keep the aircraft on the centreline with rudder pedal steering and rudder. Do not use the nosewheel steering once the take-off roll has commenced. The rudder becomes effective between 40 and 60 knots.
> Maintain light forward pressure on the control column until 80 knots. This has little aerodynamic effect initially but it does establish the neutral point.
> Passing V1, the handling pilot removes his/her hand from the throttles.

At a suitable point between 80 knots and Vr the control column should be gently brought back to neutral or just aft of neutral in readiness for rotation. As the airspeed approaches Vr back pressure is applied to the control column so that accurate rotation at Vr is ensured. Passing Vr rotate at approximately 3^o/sec smoothly with one continuous motion towards 15^o. The input required is not great (around 2-3 inches of rearward control column movement). Lift-off will occur before 12^o. If V1 is equal to Vr then the rotation will be initiated with one hand and is completed as a two handed manoeuvre.

Bear in mind that there is a 1.5 second delay between control column movement and any perceptible reaction by the aircraft, this applied equally to initial movements and any corrections required. Remember also that the flight director is not a take-off director - resist the temptation to rotate quickly towards the flight director pitch bar.

Adjust pitch attitude to stop acceleration at a speed between V2+15 and V2+25 knots. Speeds up to V2+25 knots will not significantly affect the take-off profile. Pitch attitudes required to maintain this speed range may well exceed 20^o at light weights. This is not considered limiting and may be required in noise-sensitive areas.


Note that up to 40 - 60 knots the nosewheel will provide the majority of directional control. However, by that speed the rudder is fully effective and by 100 knots the nosewheel is providing little if any directional input. On a contaminated runway the contribution from the nosewheel is correspondingly less.

The handling pilot is responsible for initiating rotation at Vr, the call of "Rotate" is a backup.

There is good crosswind control capability during take-off. Initial runway alignment and smooth symmetrical thrust application are quite important. Directional deviations should be corrected immediately with smooth and positive control inputs.

Because engine surge can occur with a strong crosswind, take-off thrust is not set prior to brake release. Releasing brakes prior to power application means that approximately 30 knots is achieved before power stabilises, thus reducing the crosswind effect.

In common with other swept-wing aircraft, the into-wind wing generates more lift than the down-wind wing. A small amount of into-wind aileron will assist directional control during the ground run and will help to prevent roll as the aircraft rotates.

Smooth rudder control inputs combined with a steady lateral control input will result in a normal take-off with no over-controlling directionally or laterally.

During rotation hold the control wheel in the displaced position to keep the wings level during lift-off. The aircraft is in a sideslip with crossed controls at this point. Slow smooth recovery from this sideslip is accomplished after lift-off.

During strong crosswinds, to keep wings level during lift-off, it is sometimes necessary to temporarily apply more into wind aileron as the aircraft passes out of ground effect.