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to climb away from the takeoff area. Normally, it is
considered complete when the aircraft has reached a
safe maneuvering altitude, or an en route climb has
been established.
Prior to Takeoff
Before taxiing onto the runway or takeoff area, the pilot
should ensure that the engine is operating properly and that
all controls, including trim (if equipped), are set in accordance
with the before takeoff checklist. In addition, the pilot must
make certain that the approach and takeoff paths are clear
of other aircraft. At uncontrolled airports, pilots should
announce their intentions on the common traffi c advisory
frequency (CTAF) assigned to that airport. When operating
from an airport with an operating control tower, pilots must
contact the tower operator and receive a takeoff clearance
before taxiing onto the active runway.
It is not recommended to take off immediately behind
another aircraft, particularly large, heavily loaded transport
airplanes because of the wake turbulence that is generated.
Even smaller aircraft can generate vortices that can cause the
WSC aircraft to lose control during takeoff. Always wait for
aircraft vortices to clear before taking off.
While taxiing onto the runway, the pilot can select ground
reference points that are aligned with the runway direction
as aids to maintaining directional control during the takeoff.
These may be runway centerline markings, runway lighting,
distant trees, towers, buildings, or mountain peaks.
Normal Takeoff
A normal takeoff is one in which the aircraft is headed into
the wind, or the wind is very light. Also, the takeoff surface is
fi rm and of suffi cient length to permit the aircraft to gradually
accelerate to normal lift-off and climb-out speed, and there
are no obstructions along the takeoff path.
7-3
Figure 7-2. Lined up in the middle of the runway and ready to apply
full power for takeoff.
There are two reasons for making a takeoff as nearly into
the wind as possible. First, the aircraft’s speed while on
the ground is much lower than if the takeoff were made
downwind, thus reducing wear and stress on the landing
gear. Second, a shorter ground roll and, therefore, much
less runway length is required to develop the minimum lift
necessary for takeoff and climb. Since the aircraft depends
on airspeed in order to fl y, a headwind provides some of that
airspeed, even with the aircraft motionless, from the wind
fl owing over the wings.
Takeoff Roll
After taxiing onto the runway, the WSC aircraft should be
carefully aligned with the intended takeoff direction and
the nosewheel positioned straight down the runway on the
centerline. After releasing the brakes, the throttle should
be advanced smoothly and continuously to takeoff power.
[Figure 7-2] This can be done with the foot or the hand
cruise throttle.
The advantage of using the foot throttle is that the takeoff
can be aborted quickly if required. The disadvantage is that
the foot can slip off or be knocked off during the critical
takeoff phase of fl ight. The advantage of using the hand cruise
throttle during takeoff is having a solid and set throttle that the
pilot does not have to worry about holding during the takeoff
phase of fl ight. Students have been known to release the foot
throttle on takeoff, resulting in catastrophic consequences
during the lift-off and initial climb phases of fl ight. Students
may be encouraged to use the hand throttle by the instructor
or the instructor must be able to immediately apply the hand
or secondary foot throttle if a student lets up on the throttle
during this critical takeoff and climb phase.
An abrupt application of power may cause the aircraft to
yaw sharply to the left (or right depending on the propeller
rotation) because of the torque effects of the engine and
propeller. This is most apparent in high horsepower engines.
As the aircraft starts to roll forward, the pilot should ensure
that both feet are on the front steering fork and not applying
the brake.
As speed is gained, the control bar fore and aft pitch tends
to assume a neutral trim position. The wing should be
maintained level side to side with the control bar. At the same
time, directional control should be maintained with smooth,
prompt, positive nosewheel steering throughout the takeoff
roll. The effects of engine torque at the initial speeds tend to
pull the nose to the left (or right depending on the propeller
rotation). The pilot must steer the WSC aircraft straight down
the middle of the runway with the feet. The positioning of the
wing has no effect of steering on the ground. The common
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Weight-Shift Control Aircraft Flying Handbook(86)
