From a USAF F-4E manual
stilton.
NORMAL TAKEOFF - The slats out-flaps down position is recommended for all takeoffs. After taking the runway and completing necessary pre—takeoff checks, engines can be run to 85% with brakes held and nose gear steering engaged to ensure nose gear alignment. With both engines operating in excess of 85% and the brakes locked. there is a possibility of rotating the tires on the wheel rims or skidding the tires. Check for normal rpm response and approximate readings of 450‘C EGT, 4000 pph fuel flow, one quarter nozzles, and 30-40 psi oil pressure. After releasing brakes, advance both throttles rapidly to full military power and check rpm, exhaust temperatures and nozzle position. WSO check the ramps fully retracted. If an afterburner takeoff is desired, shift the throttles into the afterbumer detent and advance full forward for max thrust. Maintain directional control with nose gear steering or rudder as required. The rudder becomes effective for steering at approximately 70 knots. Wheel braking should not be used for directional control during takeoff roll. Nose gear steering should he disengaged when rudder steering becomes effective. If it becomes necessary to re-engage nose gear steering at the higher speeds, rudder pedals should be returned to neutral prior to engagement since rudder displacement necessary for rudder steering will generally be excessive for nose gear steering. Sufficient aft stick should be applied prior to nose wheel lift off speed to attain the desired pitch attitude. As the nose rises, pitch attitude must be controlled to maintqain a 10° to 12° (first pitch mark) nose high attitude for aircraft fly-off. Caution must be exercised to preclude over-rotation due to excessive aft stick or an extended take off due to late lift off. The basic take off attitude should be held during acceleration and transition to a clean configuration. Trim change and control action during this period are normal. The AUX AIR DOORS. WHEELS, and MlASTER CAUTION lights may illuminate momentarily as the landing gear and flaps are retracted.
CAUTION - Rapid full aft movement of the stick between takeoff airspeed and 30 knots below takeoff airspeed may result in the stabilator hitting the runway with the possibility of stabilator actuator damage.
NO-FLAP TAKEOFF - No-flap takeoffs are not recommended. However. if it is determined that no-flap takeoffs must be performed to satisfy mission requirements. aircrews should be aware that takeoff roll and airspeed will be increased and the takeofl attitude will be slightly steeper. Stabilator effectivetress is considerably increased and extreme caution must be exercised to prevent overrotation which could result in the stabilator striking the runway.
WARNING - Due to increased stabilator authority with the flaps up, aircraft rotation can be initiated at lower than normal airspeed: and overrotation is a definite possibility. If it appesrs that overrotation is occurring, positive oontrol rnovernent (stick forward) rnust be taken to prevent the stabilator from contacting the runway and/or loss of control.
MINIMUM RUN/IHEAVY GROSS WEIGHT TAKEOFF - A minimum run/heavy gross weight takeoff (aircraft over 55,500 pounds) is accomplished in the same manner as a normal takeoff with the following exceptions. It is
recomended that all minimum run/heavy gross weight takeoffs he rnade with aterburner. During the talreoff run. full aft stick must he applied prior tn reaching 80 knots. As theaircratt starts to rotate.thestick should be adjusted to maintain 10° to 12° pitch attitude for aircraft fly-off. The possibility of a main landing gear tire failure increases with an extended takeoff‘ ground run under heavy gross weight conditions. Nose wheel liftoff speed and takeoff speed is increased during heavy gross weight conditions. In the event of an aborted takeoif, it must be remembered that stopping distance is greatly increased as abort speed increases.
CAUTION - With a combination of light gross weight and aft CG, the minimum run takeoff technique (i.e., full aft stick prior to reaching 80 knots) produces rapid pitch rates during nose rotation. This combination can exist when the radar package and nose gun (or equivalent ballast) are not installed.
but would you have adequate rudder for aircraft control if you were to lose an engine at that moment before reaching what we would call V2 ?
The manual uses a decision speed, same as civil V1. Failure prior to, abort, after continue. If the take off is on military power checklist says to go to full afterburner on the good engine, so rudder authority wouldn't seem to be an issue.