A little more forward pressure on the yoke should solve your coordination problem on liftoff. There is precious little excess friction on the nose wheel to start with when the power is balanced and the sudden seizure of an outboard overtaxes the nose wheels ability to resist the sudden turning moment. Pushing firmly puts more weight on the nose gear and helps to nail the nose straight. Don't think about returning to centerline, just parallel it. If you're having an exceptionally good day, think about rolling a little extra aileron opposite your hard leg just as the nose gets light. This will counteract the loss of nose wheel friction and you'll lift off with almost level wings. But don't even think about this little "extra" until you've got the rotation down pat.
Don't rotate any faster. Your Boeing manual calls for approximately 2 1/2 degrees per second rotation starting at Vr to 15 degrees pitch up with all engines and approximately 2 degrees/sec rotation to 12-13 degrees with an engine out. You may have trouble determining what 2 degrees/sec is but you do know how to count. So, if you count to six while you're rotating, and the nose ends up at 12 degrees pitch up, then you've managed the 2 degree/sec rotation. Same thing applies if all engines are working. 15 degrees pitch up attitude divided by six equals 2 1/2 degrees/sec rotation which is exactly what the manual recommends.
6 seconds is the approximate rotation time for ALL takeoffs whether there is an engine failure or not. So, the book procedure amounts to a smooth, continuous rotation that takes about 6 seconds duration starting at Vr with or without an engine failure. 15 degrees pitch/all engines, 12 degrees/3 engines. But the same 6 seconds to reach that pitch.
After the six seconds and you're airborne, now it's time to return to the Flight Director pitch bar that you so carefully ignored or "looked through" during your rotation and it should be spot on. If not, then small corrections should be all that's needed to make it spot on.
The reason to "look through" the pitch bar is that it's sluggish and will only be at about 10 degrees shortly after lift off (It sits at 8 degrees on the ground and takes longer to get up to 15 degrees than your 6 second rotation does). If you make the mistake of stopping your rotation when the nose first reaches the pitch bar then the airplane will over accelerate and then the FD will command too high a pitch to get you back on speed. Avoid all that "chasing the pitch bar" by ignoring the pitch bar until you've REACHED your desired pitch attitude.
Last edited by B4MJ; 13th March 2011 at 08:50.