T-45C TS, ADV, & IUT BIFP-01
Instrument Takeoff and Climb with SID
Line up the aircraft on runway centerline and
Sg 1, fr 4
cross-check the ADIs indicated magnetic
heading with actual magnetic heading for that
COMMON ERROR: Lining the aircraft up to the
two-digit runway heading identifier, rather than
With aircraft lined up on centerline and
Aircraft is steering runway heading
ignoring runway heading, pilot checks his
of 360 degrees.
to the runways exact magnetic heading. Exact
HSI and sees that it reads356 degrees.
He steers 356 degrees during the takeoff
- Actual runway heading is 356
and maintains runway centerline.
degrees (runways are numbered
heading can be determined from airport
to nearest 10).
- There are 4 degrees of error in the HSI
diagrams in FLIP Terminal. Note, exact runway
(allowable error is 5 degrees).
Aircraft is steering 8 degreesoff centerline
heading is the same as ILS final approach
heading for takeoff.
course, should a subject runway be so
CENTERLINE HEADING VS.
Wheel brakes: Hold
Sg 1, fr 6
Engine instruments: Check
Wheel brakes: Release
NOTE: Maintain slight forward pressure on the
stick to avoid premature nose-rise.
Directional control: Maintain with nose wheel
Sg 1, fr 7
NOTE: Having to fly an actual ITO under
totally blind conditions should not be expected,
only during a combat emergency condition.
Even then, a totally blind ITO circumstance is
unlikely. When necessary to perform a real
ITO, whatever runway visual cues are available
will be used in addition to the instruments. It
may be that a crosswind is present and discern-
ible, and a drift factor must be incorporated to
maintain centerline alignment. In Training
Command, we practice simulated ITOs to refine
your instrument cross-check and aircraft control
skills. The same pilot precision needed for an
ITO is also vital during night carrier operations.