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Ch 15.qxd 5/7/04 10:22 AM Page 15-16
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A captain’s briefing is an essential part of cockpit
resource management (CRM) procedures and should
be accomplished just prior to takeoff. [Figure 15-20]
The captain’s briefing is an opportunity to review crew
coordination procedures for takeoff, which is always
the most critical portion of a flight.
The takeoff and climb-out should be accomplished in
accordance with a standard takeoff and departure
profile developed for the particular make and model
airplane. [Figure 15-21]
TAKEOFF ROLL
The entire runway length should be available for
takeoff, especially if the pre-calculated takeoff
performance shows the airplane to be limited by
runway length or obstacles. After taxing into position
at the end of the runway, the airplane should be aligned
in the center of the runway allowing equal distance on
either side. The brakes should be held while the thrust
levers are brought to a power setting beyond the bleed
valve range (normally the vertical position) and the
engines allowed to stabilized. The engine instruments
should be checked for proper operation before the
brakes are released or the power increased further. This
procedure assures symmetrical thrust during the
takeoff roll and aids in preventing overshooting the
desired takeoff thrust setting. The brakes should then
be released and, during the start of the takeoff roll, the
thrust levers smoothly advanced to the pre-computed
takeoff power setting. All final takeoff thrust
adjustments should be made prior to reaching 60 knots.
The final engine power adjustments are normally made
by the pilot not flying. Once the thrust levers are set for
takeoff power, they should not be readjusted after 60
knots. Retarding a thrust lever would only be
necessary in case an engine exceeds any limitation
such as ITT, fan, or turbine r.p.m.
CAPTAIN'S BRIEFING
I will advance the thrust levers.
Follow me through on the thrust levers.
Monitor all instruments and warning lights on the takeoff
roll and call out any discrepancies or malfunctions
observed prior to V1, and I will abort the takeoff. Stand by
to arm thrust reversers on my command.
Give me a visual and oral signal for the following:
• 80 knots, and I will disengage nosewheel
steering.
• V1, and I will move my hand from thrust to yoke.
• VR, and I will rotate.
In the event of engine failure at or after V1, I will continue
the takeoff roll to VR, rotate and establish V2 climb speed.
I will identify the inoperative engine, and we will both
verify. I will accomplish the shutdown, or have you do it on
my command.
I will expect you to stand by on the appropriate
emergency checklist.
I will give you a visual and oral signal for gear retraction
and for power settings after the takeoff.
Our VFR emergency procedure is to.............................
Our IFR emergency procedure is to..............................
Figure 15-20. Sample captain’s briefing.
• Set Takeoff Thrust Prior
to 60 Knots
• 70 Knots Check
• V1/VR
• Rotate Smoothly
to 10° Nose Up
• Positive Rate
of Climb
• Gear Up
• V2 + 10 Knots
Minimum
Altitude Selected to Flap Retraction
(400 Ft. FAA Minimum)
(or Obstacle Clearance Altitude)
Close-In Turn
Maintain:
• Flaps T.O. & Appr.
• V2 + 20 Knots
Minimum
• Maximum
Bank 30°
Straight Climbout:
• V2 + 10 Knots
• Retract Flaps
• Set Climb Thrust
• Complete After-Takeoff
Climb Checklist
Rollout:
• V2 + 20 Minimum
• Set Climb Thrust
• Accelerate
• Retract Flaps
• Complete After-Takeoff Climb Checklist
NORMAL TAKEOFF
Figure 15-21.Takeoff and departure profile.
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If sufficient runway length is available, a “rolling”
takeoff may be made without stopping at the end of the
runway. Using this procedure, as the airplane rolls onto
the runway, the thrust levers should be smoothly
advanced to the vertical position and the engines
allowed to stabilize, and then proceed as in the static
takeoff outlined above. Rolling takeoffs can also be
made from the end of the runway by advancing the
thrust levers from idle as the brakes are released.
During the takeoff roll, the pilot flying should
concentrate on directional control of the airplane. This
is made somewhat easier because there is no torqueproduced
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