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identify the navaids, get the ATIS,
then go to the ground frequency to
get your airways clearance (at some
airports, you need start clearance for
the engines). Tell them the ATIS
code, so they know you're up to
date, your destination and the
altitude you intend to fly at. If ATC
have the clearance to hand they will
give it to you straight away, as it
clears their desk a little bit, but you
will have all the time it takes to get
to the holding point to receive it,
since you can't take off without it.
Typically, you can expect:
· Ident
· Clearance Limit
· Route
· Altitude
· Departure, other instructions
· Special instructions
· Traffic information
Having received taxi clearance, as
you proceed, check your instruments
by turning, ensuring that the turn
indicator shows left (for example),
the ball is out the right way, the
artificial horizon stays steady and the
compass and heading indicator
decrease their readings. Do the same
for turning right. In a helicopter, you
would do this in the hover (slightly
256 Canadian Professional Pilot Studies
higher than normal), nudging the
cyclic slightly left and right, forward
and back, and pedals left and right.
The departure may involve a
Standard Instrument Departure (SID), a
device intended to save time on the
radio and a lot of admin. A Pilot
Navigation SID means you do the
work. A Vector SID means you do
what you're told, as ATC take you
round a specified route. Noise
abatement will have been factored
in, and performance requirements
assume that you will be at 35 feet
over the departure end of the
runway, get to 400 feet above the
airfield elevation before turning and
maintain a gradient of at least 200
feet per nm to a minimum enroute
altitude. If your performance graphs
assume that all engines will be
working until a certain height, then
do not take off if the cloud ceiling is
below that height, as you must see
and visually avoid obstacles.
In the takeoff minima box, you will
see ½ or a *. The former means that
if you meet the performance
requirements above, following the
procedure will ensure that you miss
all hard objects (obstacles),
particularly important in the
mountains. The minimum visibility,
however, is ½ nm. The * indicates
procedures for specific runways that
will ensure obstacle clearance. If a
visual takeoff is included in them,
there will be a specified takeoff
minimum visibility (spec vis) relative
to speed, as follows:
Aircraft Category Spec Vis (SM)
A (< 90 kts) 1
B (90-120 kts) 1.5
C (121-140 kts) 2
D (141-165 kts) 2
If a procedure is not assessed, you
must sort out your own gradients
and routings. You may use a
visibility that allows you see and
avoid obstacles if none is given, but
not below ½ sm. One technique is
to keep visual after taking off, and
circle to get into the missed
approach procedure, going IMC
when clearance is assured. Although
ATC may give turn instructions, etc.,
it's your responsibility to ensure that
obstacles are cleared.
Somewhere on the SID chart will be
a procedure for communications
failure, which you should study
thoroughly, as reading it while you
have an emergency is not what you
want to be doing!
Take some time to review the
departure clearance, or SID, and any
last minute modifications from ATC.
Think about what you might do if an
engine or a radio fails, and go
through the drills quickly (if twocrew,
you would tell the other pilot).
Then, tell ATC you're ready for
departure and line up on the runway
when cleared (in Europe, do not use
the words "take off" unless actually
cleared to do so – always refer to it
as departure until then. Ever since two
747s collided at Tenerife after a
clearance was misheard, they've been
really twitchy. Come to think of it,
it's a good practice, anyway).
If offered takeoff from an
intersection, be sure the remaining
runway length is enough, as there's
nothing so useless as runway behind
you (well, OK, fuel in the tanker is
pretty useless, too, as is air above
you, and approach plates in the car).
You won't fail a test by taxying all
the way to the end of the runway.
Instruments 257
Takeoff
When lining up, check that the
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