I just set up a flight from KPHL to KONT, with derated takeoff thrust (set temp to 60). Following the checklist you are supposed to hold V2 plus 15 knots (in this case 170 Knots) until flaps up (usually at 1000 ft). Problem is that with N1 set, after takeoff I was at an angle of 20 degrees plus to maintain this speed...all of this at 400 ft. Can someone comment on the correct way to perform the takeoff using N1. thanks,Mark.

Whatever you do don't raise the flaps at V2+15!Presuming you are conducting a Flap 5 takeoff, after rotation pitch to roughly 15 degrees (varies with weight) until the flight director bars are giving good information. The FD will give you commands to stay in the V2+15 to +25 bracket. (For a more accurate target pitch attitude take the first two digits of your takeoff weight in tons and subtract it from 30, ie at 160,000kg subtract 16 from 30, so pitch to 14 degrees.If you are finding yourself too fast after takeoff it may be because you are rotating late or too slowly. Simply pitch up (yes, 20 degrees isn't unheard of) to bring the speed back to the above mentioned speed bracket.At 1000' you can reduce thrust (CLB thrust/VNAV) and lower the pitch attitude to accelerate to Vref30+40 to commence flap retration.Hope that helps.

At light weights you will need quite a high attitude to maintain the speed (remember anything up to V2+25 is fine). I've found that is all happens a little quicker in PIC than it does in the real aicraft, the aircraft just feels a little 'light' on takeoff and approach. Remember though there is no maximum attitude, so use whatever attitude you need, the highest I've seen in the real thing was 32 degrees, that was with no derate in an empty aircraft, and the speed was still increasing!

Thanks, that is very helpful.Mark.

Hi,I've wondered about this very same thing.Many many times my flights are pretty short (like 1 hour or even less), and thus there ain't so much fuel onboard. With that kind of TOWs it really IS neccessary to pitch up to 25+ degrees to stay near V2+15-25. I guess it is a bit "lighter" than the real plane, like HPSOV said.Also, I've wondered about the maximun pitch attitude in takeoff. If no such thing exists, it's fine, because then I'm allowed to pitch as up as needed.Btw. This is my usual takeoff sequence:- usually flaps5 takeoff- manually set thrust to 70% n1- a short wait for the engines to stabilize, then N1 and manually push the throttles forward- a slight forward pressure on the yoke until V1- @ V1: both hands on the yoke and release the forward pressure on the yoke, and calmly start to pull a little to ease the nosewheel- @ Vr: rotate 2-3 degrees/s to V2+15-25 pitch attitude- once VSI shows positive reading and altimeter shows were actually getting up, positive climb and gear up- at 400 ft AGL engage a lateral mode (usually LNAV)- at 1500ft AGL engage a vertical mode (usually VNAV)- at 1500ft AGL: acceleration height, push nose down to maintain 250 indicated below 10k and retract flaps on schedule- once flaps are up and afds lateral+vertical modes engaged I often engage the autopilot, which after the After takeoff checklist is read.Tero

From the British Airways 757/767 SOPs:"...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 degrees at light weights. This is not considered limiting..."You can get most of this information at http://www.767.org.uk in the "Operating Procedures" section.