it's the flight path target which personally I don't think is optimal for takeoff/climb where you're not really pitching for flightpath, you're pitching for speed.

 

It took me awhile to get used to it because I'm not used to the single cue FD.  On rotation it gives you a nice tail strike pitch limit indication until clear of that danger, then I found that the FD cue does the same thing as the FD in the PFD, it's not a path target but rather it does provide pitch cue for speed.

The dashed line on the HUD? That's the pitch limit bar. Definitely don't go chasing that...

 

That's the TOGA line and it is your initial pitch target for rotation.  You will notice a gap in the TOGA line that coincides with the heading selected on the MCP.  If you rotate to put the waterline symbol into the gap in the TOGA line you are right where you want to be.

 

 

I don't think anyone uses the HUD for take-off, though I'm sure you can

 

I don't know about other operators but we are required to use the HUD for all takeoffs if it's operative.

 

 

That's the TOGA line and it is your initial pitch target for rotation.  You will notice a gap in the TOGA line that coincides with the heading selected on the MCP.  If you rotate to put the waterline symbol into the gap in the TOGA line you are right where you want to be.

 

Yeah. That was definitely a blunder on my part. I half-corrected myself later, but you're absolutely right.

 

 

So if its pitch guidance I want, I should be looking at the PFD, cause that info just isn't in the HUD

 

Everything you need is in the HUD.  Your initial pitch guidance should be the TOGA line.  Rotate smoothly up to the line keeping the waterline symbol in the gap to maintain heading.  Don't worry about the flight director cue at this point, the TOGA line gives you all the pitch guidance you need.  Once you have the airplane established in the initial climb transition to the flight director cue.

 

 

First question... set the MC to V2 + 15?

 

No. V2. The F/D will command a faster speed, but V2 goes in the window.

Just did a KSNA-KDEN trip in the B738 (UA461).  Using TOPCAT on runway 20R the performance limit was 149.4 klbs, so my maximum ZFW was 132.8 klbs. TO thrust A/I off, A/C on and Flaps 25.  Used HUD and noticed that there is a Flaps 15 bug on the HGS speed tape but not 25 so my question is when to retract from 25 to 15?  I waited until acceleration height and turned it over to the A/P because I was IMC and unfamiliar with STREL4.  Nice trip.

Every Southwest flight I've jumpseated on, the captain has used the HUD on takeoff. Can't say for other operators though. 

Just did a KSNA-KDEN trip in the B738 (UA461).  Using TOPCAT on runway 20R the performance limit was 149.4 klbs, so my maximum ZFW was 132.8 klbs. TO thrust A/I off, A/C on and Flaps 25.  Used HUD and noticed that there is a Flaps 15 bug on the HGS speed tape but not 25 so my question is when to retract from 25 to 15?  I waited until acceleration height and turned it over to the A/P because I was IMC and unfamiliar with STREL4.  Nice trip.

Accelerating and above the maneuver bug.

No. V2. The F/D will command a faster speed, but V2 goes in the window

Is there any significant difference? I have always entered V2 + 20 in the speed window. The last flight I entered only V2. I was expecting something big to happen. I see no difference.

I flew out last night using a combination of the HUD and FD in the PFD. 

Basically, having read everyone's comments and being more informed the takeoff was much smoother. I like the HUD gives center-line guidance in low visibility, gives the tail-strike limit, and gets a large and clear target line for the initial climb. After I  bring the gear up, I'll transition down to the PFD, For some reason I just have smoother wheel movements when using the director as a guide, rather then chasing a circle where it seems I'm overshooting and constantly correcting. Also if I'm manually flying to the initial heading, I have a long line pointing to the initial heading in the PFD so I can transition out of the turn and be level on the heading - minor trim corrections, then hands off for the AP engagement into autolight. 

 

I will need to figure out a way to make assign a button to the COM1 transfer button though, I don't like taking hands off the wheel to pan the mouse down. 

Have you tried ezdok? I have a button in the yoke mapped to look down to the radio stack and another to look back up. That helps in busy times.

If you trim the plane, it shouldn't be a problem to look down for a second to swap the freq to departure.

I have EZdok. I have all my buttons used up for view modes already (only one toggle for trim, and one push to talk) all others are preselected views. Works great.

Yeah, your right looking down for a second or two while in trim straight and level is fine. If I'm mid turn, or out of trim or yawing or something in windy condition, taking a hand off the wheel, panning over, clicking, then snapping back just doesn't work so smoothly for me. The plane isn't dropping out of the sky, but things aren't going in a positive direction. Plus I'm still relatively new so I'm a bit panicky when instructions are given to me if I'm preoccupied with other things going on. Experience will clear that up over time. 

Hands on the wheel eyes on the director works for me now, assigning that button will be helpful.

Is there any significant difference? I have always entered V2 + 20 in the speed window. The last flight I entered only V2. I was expecting something big to happen. I see no difference.

From the systems manual:

 

At lift-off:

• the roll command maintains HDG SEL. Bank angle is limited to 8° below 400 ft, and 10-30° selectable above 400 ft AGL

• the pitch command bar continues to display 15° nose up until sufficient climb rate is acquired. Pitch then commands MCP speed (normally V2) plus 20 kts

• if an engine failure occurs during takeoff, the pitch command target speed is:

- V2, if airspeed is below V2

- existing speed, if airspeed is between V2 and V2 + 20

- V2 + 20, if airspeed is above V2 + 20

 

So, if you're bugging v2+20, you should be seeing guidance for V2+20+20. That doesn't fit a normal profile and probably wouldn't give you sufficient performance with an engine failed.

So, if you're bugging v2+20, you should be seeing guidance for V2+20+20. That doesn't fit a normal profile and probably wouldn't give you sufficient performance with an engine failed.

Thanks

 

 

where it seems I'm overshooting and constantly correcting.

 

I bet you are using the cross hairs for FD, the circle is analogous to single cue guidance and takes a little time to get used to.  You are over correcting, instead of making changes in control position make corrections in control pressure.