Hi.I was doing some tests today and I found that if I use R-TO I could maintain V2+20 until 3000AGL.My question is: WHEN I should use R-TO/R-CLB and when I should use TO/CLB? When I should disengage the TOGA mode? Am I suppsoed to reduce thottle right after takeoff in order to maintain V2+20?Thanks,

First of all, TOGA disengage auto. when selecting VNAV at 450FT AGL.And you have follow the FD bars, so it's possible to have a pitch of about 18-20 degrees nose up.And u have to see wats the best for the RWY and the weight of the aircraft, then calc. if you need a R-TO and R-CLB or not.

You want to use *pitch* to maintain V2+20 after takeoff, not reducing thrust!

Use a R-TO ANYTIME you can! Most carriers use R-TO on most flights. Fact is that most never need full thrust and this saves on engine life etc. Ryan is correct, you use pitch, this can go above 20 degrees if needed (not at first slowly rotate to about 18 then adjust accordingly). The AFDS leaves TAKEOFF MODE when one selects an A/P or a pitch mode is selected.[h4]Best Wishes,Randy J. Smithhttp://www.precisionmanuals.com/images/forum/betaimg.jpgAMD 64 3200+ | ASUS KV8 DELUXE | GFORCE 5700 ULTRA @535/1000 | WD SATA 80 GIG | 512 DDR 400 |

The use of the Assumed Temperature Method IRL is a daily occurence. We are trying to save engine wear and tear at all times and significant cost benefit is obtained through teh use of using jsut enough thrust to ensure safe operation. There is also an option to use a DeRated Thrust Takeoff which is a whole different thing. A DeRate is where the Electronic Engine Control is set to reduce the maximum thrust available from say 26000 pounds to 24000 pounds.There are sets of runway analysis tables for all sorts of factors affecting each airport we operate from and the will give us V speeds etc.A generic guide for an average 15C day, nil wind and at a near full load with no obstacles in close to the runway and plenty of bitumen (say 2500M or more) would be about 144, 147, 155 for a 737-800 with about 11 tonnes of fuel on.Hope this helps.BTW there has been significant discussion in another thread about the use of VNAV during/after T/O and I can only suggest again that the Boeing recommended procedure is roughly as follows:Use a FD takeoff at all times. Raw data flying is for student pilots.Passing 400

Oops.. double post. Sorry,

Hi Brad, just downloaded the "Geezer guide" from your webpage, that's a really nice little compilation of everything you need to know, thanks a bunch!! :-wave regards fredrik granfors

Thanks for the replies ...I should stop maintaining V2+20 after 1500' AGL (isn't that by default?), set my speed to 240 and engage VS/VNAV, right?What if I have to maintain an altitude below 1500', I just reduce thottle and use pitch to maintain my altitude (to to that I'll have to disengage the TOGA mode)? And when I want to climb again I just activate TOGA and follow FD bars?Thanks,

Hi Bernardo.Normally the clean up and acceleration are at 3000' for noise abatement as some people just don't enjoy the same sounds we do :D. But at whatever altitude you choose to retract flaps, once they are up and the Gear Gandle is OFF you can accelerate by either dialing a higher speed in the MCP or selecting VNAV. Either will drive FD to pitch down a bit until you reach the Command Speed.Small Note - It doesn't matter what button you push.. ALWAYS check the FMAs and be sure you understand what mode teh aeroplane is in.. this is called Modal Awareness and is a critical part of flight management.On the very rare occassion you would need to maintain such a low alt as say 1500' (only place that comes to mind is off Rwy 20 at Nice in France) then yes, if you insist on hand-flying - which is really just loading yourself up unnecessarily - you would just follow the FD as it will level you out at the MCP Command Altitude you set prior to T/OBoeing recommend that when hand flying you also disengage autothrust. This is mainly because of the large pitch couple of the 737. But again I reinforce.. in the real world you would be far better off to make full use of the automation systems, particularly in a high traffic/workload environment. So much so that if a guy I was flying with was doing so I would actively suggest he use AFDS.. it is good airmanship and the days of hairy chests in aviation are hopefully behind us :)ATB

One last question ... When ATC says to maintain runway heading after takeoff, they mean to maintain runway TRK or HDG? I'm asking this beacuse it's hard to maintain runway HDG on heavy crosswind takeoffs. If I'm supposed to maintain runway HDG, is there a technique to properly do it?Thanks again,

Hi,If ATC says "heading" they mean heading and not track. If you were supposed to keep track they would tell you to "keep track"! ;-)You fly with the HDG bug and ATC will calculate with your drift due to wind. It is the ATC's responsibility if they give you HDG.Hope it helps,

"If a turn is required during the initial climbout phase of the flight, do not begin banking until the aircraft has climbed at least 200 feet AGL."From what I undestood, I have to maintain TRACK until 200 and then turn to maintain runway HDG, right? ;-)

Bernando,If a turn is required very shortly after T/O.. and there are not many places where it is ... then normal operations would preclude a turn below 400' AGL. Remember.. we are not fighter piltos here... it isn't a scramble, it is a dignifed and safe departure... although Rwy 15 in Cairns, Australia and I think it is Rwy 04 in Nice, France let us have a little fun at times :)In answer to another question:When told by ATC to maintain RWY HDG then that is what you do, this is the same for ANY time ATC are giving you vectors.. always fly the assigned HDG.. however should you be doing something that requires you to mainatin a particular TRACK then the TRACK LINE on the ND is a wonderful tool. Many ppl use it when flying NDB and VOR approaches and it is a great aid at any time. It is a customer option as to whether to have the TRACK or HDG up on ND.. easyJet have (or had when I was there) HDG up but Virgin Blue and Pacific Blue have TRACK up.Hope this helps,

Hi Brad,I'm not talking about SIDs. When I have to takeoff with strong crosswinds, right after my takeoff my HDG changes. What I want to know is if I have to maintain TRACK until 200' AGL and then turn to maintain runway HDG or if I have to turn right after takeoff.Thanks,

Hi again Bernando...If you are told mainatin RWY HDG then that is what you do. As you line up put the HDG BUG on RWY HDG and fly it as soon as you are off teh ground. It won't be that much of a HDG change anyway unless you have a ridiculous wind set up.. and then you just grin and say "Handing Over" }(