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NOTE: The propeller of the outboard engine shall not cross the runway edge marking of Runway 4/22 while
manuvering into the runup area. Doing so could result in a propeller striking a runway edge light.
Takeoff Checklist. Accomplish the Takeoff Checklist in accordance with NATOPS and Appendix E.
(1) Block assignments/instrument departure requests shall be made from the runup area on all
FAM/BI/FORM flights. If takeoff is not commenced within 30 minutes, cancel your block
reservation with Seagull so the airspace may be utilized by other aircraft.
(2) If a return to the field in VMC conditions is not possible, ensure an approach above minimums is
available in the local area, and IAPs are readily accessible.
Takeoff. Accomplish the takeoff in accordance with the NATOPS, Appendix A, and Appendix E. When
approaching the hold short line of runway 13L, offset to the left when IFR and right when VFR. This
expedites departures. The procedure also allows returning airplanes that are clearing runway 13R on the
centerline of runway 4 to taxi between aircraft holding for takeoff.
Once cleared onto the runway, scan for traffic and verbalize the departure and approach end of the runway
clear. Then complete the Takeoff Checklist while crossing the hold short line and taxiing into position for
takeoff on the runway centerline. The "high idle" response must not be made during the Takeoff Checklist
until N1 reads between 64-67%. Set 70-80% N1 when aligned with the centerline, unless you anticipate a
long delay for your takeoff clearance. Check the wing/nacelle for fuel caps in place, panels secure, and no
fluid leaks. Report "checked left." The other pilot will do the same and report "checked right." Without
delay, check engine instruments/props stabilized and note heading aligned with the runway. Excessive
time on the runway checking instruments, fuel, and nacelles before takeoff should be avoided. Time
holding short can also be used for these tasks.
Crosswind takeoffs shall be accomplished in accordance with the NATOPS. Release the brakes, drop your
heels to the deck and smoothly apply maximum allowable power. Do not use brakes to maintain
centerline during the takeoff roll. Anticipate the need to add right rudder with power application. Monitor
torque limits (lower red line with props full forward, 1315 ft-lbs.), ITT limits (red line, 790), and auto
feather armed lights illuminated (passing 90% N1 power lever position. The PNAC shall back up the
power levers with his hand to keep them from creeping aft (and fine tune the levers if required to prevent
exceeding limits), monitor aircraft and engine instruments, and call out any malfunctions. If the decision is
made to abort, the PAC will call out "abort" loudly. Maintain directional control with smooth rudder
application. Asymmetric power may be used in extreme crosswind situations. Normally the power levers
are matched evenly and maximum allowable power is utilized throughout the takeoff roll. Scan the entire
length of the runway to visualize lineup. If the aircraft drifts, gradually merge the track back to the
Scan airspeed throughout the takeoff roll. Do not depend exclusively on the CP to call rotate. At 91 Knots
Indicated Airspeed (KIAS) (Vsse) the CP will call "Rotate." Smoothly pitch up 7-10 degrees and relieve
control pressure with electric trim once airborne.
Once airborne, with insufficient runway remaining to safely land, and a positive rate of climb visually
noted, call "Gear up." The CP will also visually confirm a positive rate, then respond "Gear selected up."
After the gear indicates up, the CP will report "Gear up."
A malfunction after the rotation requires the pilot to immediately determine if it is safer to continue flying
or return to the runway. In most cases, it would be safer to continue flying while executing the NATOPS
procedures for Engine Failure After Takeoff. Runway length must be considered before takeoff to
determine if an immediate landing after rotation is feasible
Aborted Takeoff (Both Engines Operating). Practicing aborted takeoffs familiarizes the student with
procedures required to discontinue takeoff and safely stop the aircraft. The maneuver may be initiated by
activation of the master caution/advisory lights, verbal call of "Abort," or "Simulated low oil pressure, etc."
Crew coordination is a must in emergency situations and all crewmembers must know exactly what the
intentions are of the PAC. It is the IP's responsibility to determine if sufficient runway remains prior to
inducing an abort situation, and to inform ATC of the intention to abort. Initiate the abort prior to

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