4.3. Takeoff.

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4.3.1. Objective. Safely get the aircraft airborne.

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4.3.2. Description. Two takeoff options exist: static and rolling. The static takeoff is used for various reasons. Static takeoffs are practical early in training and when the departure airfield is on an instrument status because it provides more time to accomplish required checks and verify proper engine operation. It is also used to maintain formation integrity on takeoff when weather is less than VFR but better than required IAW AFMAN 11-2T-6V3. A static takeoff is also required at night and for solo students. A rolling takeoff aids traffic flow in a busy pattern and is a smooth transition from taxi to takeoff roll. Rolling takeoffs have a negligible effect on TOLD and no recalculation is required.

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4.3.2.1. Airspeed – rotate at approximately 85 KIAS (IAW T.O. 1T-6A-1) no wind. If gusty winds are present, add one-half the gust up to a maximum of 10 knots.

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4.3.2.2. Power – MAX.

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4.3.2.3. Pitch – 7-10 degrees nose high at rotation.

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4.3.2.4. FCP visual reference – spinner on, or slightly below the horizon (cut ground picture in half).

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4.3.3. Procedure. Do not accept takeoff clearance until ready for takeoff and the departure. Check the windsock and take note of winds reported by the RSU or tower controller. Anticipate takeoff clearance by listening to the position reports of other aircraft in the pattern. When cleared for takeoff, do not delay taking the runway, ensure proper spacing behind aircraft on landing roll, and complete the lineup check.

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4.3.3.1. Static Takeoff. Once the aircraft is aligned with the runway and the nose wheel is centered, stop the aircraft and disengage NWS. Pilots should apply sufficient brake pressure to prevent creep during engine run-up. The PNF should guard the brakes (without touching rudder pedals) ready to assume control. The PF neutralizes the elevator so that it is off the front stop and advance the PCL to 25-30 percent torque. Cross-check outside to detect creep and apply more brake pressure as required. Once the engine has stabilized, check engine instruments to ensure everything is within operational limits. Release brakes to begin the takeoff roll and smoothly advance PCL to MAX. After brake release, keep the control stick in the neutral to slightly aft position to prevent the nose gear strut from compressing. Check engine instruments when stabilized at maximum power (approximately 3 seconds after the PCL reaches the MAX position) to ensure proper operation.

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4.3.3.2. Rolling Takeoff. Once the aircraft is aligned with the runway and the nose wheel is centered, disengage NWS and smoothly advance the PCL to MAX. Check engine instruments when stabilized at maximum power (approximately 3 seconds after the PCL reaches the MAX position) to ensure proper operation.

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4.3.3.3. Takeoff Roll. Without any crosswind, pilots will need to deflect the control stick to the right slightly to compensate for the torque generated at MAX power. When a crosswind is present, deflect the control stick in the direction of the crosswind component to keep the upwind wing from lifting (see Paragraph 4.4.). Position the elevator approximately neutral to prevent the nose gear from digging in during the takeoff roll. Power application causes the aircraft to yaw to the left. Counteract this yaw by using right rudder. Once the takeoff roll has begun, pilots should slide their heels to the floor. The balls of the feet should be on the bottom of the rudder pedals to prevent accidental brake application and use rudder for directional control throughout the takeoff roll. Attention should be focused on the end of the runway during takeoff roll. This allows the pilot to recognize any drift or misalignment during takeoff. The flight controls become more effective as airspeed increases, so progressively smaller control inputs are required to maintain aircraft control. IAW T.O. 1T-6A-1, at any point prior to 60 KIAS, check that actual torque at least matches minimum power calculated during the Before Takeoff checklist. If the torque value is not achieved by 60 KIAS, the takeoff should be aborted, IAW T.O. 1T-6A-1. At rotation speed, the pilot should smoothly apply back stick pressure to establish the takeoff attitude (7-10 degrees nose high, see Figure 4.1.). Without wind gusts, rotation speed is approximately 85 KIAS. If gusty winds are present, increase rotation speed by one-half the gust factor (up to 10-knot increase) IAW T.O. 1T-6A-1.

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4.3.4. Technique. Cut the pitch picture in half (placing the spinner slightly below or on the horizon) to attain the takeoff attitude. Use control stick pressure as necessary to hold this attitude. Immediately after take-off and safe gear retraction, use right rudder trim as required to counteract adverse yaw and “center the ball” in the slip indicator.

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