Each pilot should check that his or her seat is in a position that allows full rudder and brake application.
The flight engineer should position his or her seat to face within 30 degrees of forward and remain in this position during the critical phases of takeoff and initial climb.
If icing conditions are anticipated during taxi, takeoff, or immediately after takeoff, the engine anti-ice system should be selected ON. Wing Anti-ice should not be selected ON until the first power reduction.
When engine anti-ice is selected ON at ground idle, the valve will open, but the HEAT light may not illuminate. Engines should be accelerated until heat light comes on prior to takeoff. This should normally occur by 75% N3. Continuous Ignition should be on anytime engine anti-ice is being used.
Pre-Takeoff Briefing
The handling pilot should brief his or her crew-members prior to lineup, regarding: emergency actions to be taken, expected crew actions, performance, oral callouts, clearance limitations, type of takeoff (normal or noise abatement), and any other pertinent subjects pertaining to the takeoff.
Runway Alignment
Normally, ruder pedal steering is adequate to maintain runway centerline alignment. Stay on the centerline, with wings level throughout the takeoff roll. Adherence to these criteria will automatically aid the pilot when contending with an engine out, or when correction for a crosswind.
Performance Monitoring
This procedure calls for the captain and copilot to monitor airspeed indications, and for the copilot and flight engineer to monitor engine performance. The flight engineer will advise captain of any significant malfunction during the takeoff.
Aircraft Control
Holding the control column slightly forward increases nose steering effectiveness, prevents porpoising on rough runways, and assists directional control. It prevents early rotation that could occur with an incorrect stabilizer setting.
Primary directional control during the takeoff roll is achieved with the rudder (and rudder pedal steering). Wet or icy runways will reduce nosewheel steering effectiveness. Asymmetrical power is effective in maintaining directional control until the rudder becomes effective, approximately 60 to 70 knots.
Setting The Thrust
Symmetrically advance the throttles to approximately 60-70% N1 and allow the copilot to make the fine setting of all throttles. (Takeoff thrust must be set prior to reaching 80 knots.) The flight engineer will monitor all engine parameters and notify the captain of significant deviation from desired values.
Takeoff Rotation/Initial Climb
The flight manual performance data normally schedules the airplane to lift off at about a 12º attitude. Any rotation technique initiated at he correct Vr that achieves at least a 12º body angle within 4 to 6 seconds, will equal the certified performance to liftoff.
Standard ADI attitude reference marks are 12.5º and/or 15º. The tailskid will contact the runway at 13.5º body angle if the airplane is still on the ground, however, if proper speeds and rotation rates have been observed, the aircraft will not be on the ground, having lifted off at about a 12º body angle.
Takeoff Technique
At Vr, rotate smoothly to a 12.5º attitude over approximately a 4 to 6 second interval. Normally, liftoff will occur during the rotation, as attitude passes through about 12º. After liftoff, readjust from the the target 15º attitude, as required, for V2 schedule, noise abatement, or passenger comfort. Pitch attitude adjustment above 15º (V2 attitudes vary from 15º to 18º) may be required to meet critical engine-out performance. If 2nd segment climb limit conditions will be approached during simulated engine failure training maneuvers, rotation should be limited to a 12.5º pitch attitude until airborne. The landing gear TRUCK light will illuminate at rotation and go out after liftoff.
Crosswind Takeoff
The maximum demonstrated crosswind component is 35 knots at a 50-foot height. This component is not considered to be limiting.
The keep the wings level during the takeoff, a maximum control wheel angle of up to 15º into the wind may be applied; if this angle is exceed, the spoilers will extend and overcontrolling may occur. As speed and aileron effectiveness increase during the takeoff runs, the control wheel angle may have to be reduced. The control column should be held forward to keep the nosewheel firmly on the ground. Nosewheel or rudder pedal steering should be used smoothly, and the amount applied reduced as rudder effectiveness increases. As rotation is initiated, the control wheel should be slowly centered to avoid becoming airborne in a wing-down attitude or whit crossed controls.
Click the images to see the crew-callouts in more detail:
Click on the images above the see the call-outs during takeoff.
Keeping the correct pitch attitudes is crucial during takeoff, especially while the aircraft is still on the ground. Over-rotation can lead to a tail-strike:
Thrust Reduction
Prior to thrust reduction, the flight engineer should select CL1 or CL2 on the EPR computer. When flaps are fully retracted, retard throttles until climb EPR is reached.
Noise Abatement
Maintain takeoff power, takeoff flaps, and V2 to V2+10 knots until reaching 2000 feet above airport or until past the sensitive area. If a turn is required (maximum bank, 15º), begin a turn as soon as practicable, but not before reaching 300 feet above the airport. Continue to turn until reaching the desired heading.
When clear of the sensitive area, accelerate and retract flaps on normal speed schedule.
Here is the standard flap retraction schedule for the L-1011:
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