6. Annunciator panels Check and note
7. PROP levers HIGH RPM.
8. FLAPS As required.
9. Trim Set.
10. Avionics Set.
11. Flight Controls Check.
12. Departure briefing Complete.
13. CABIN SIGNS switch As required.
8-32. LINE UP.
1. ICE & RAIN switches As required. As a
minimum, the PITOT, STALL WARN, and
FUEL VENT switches shall be ON.
2. Altitude alerter D2 Check. Set as
3. Transponder / TCAS / Weather Radar As
4. ENG AUTO IGN switches ARM.
5. Lights As required.
6. CONDITION levers HIGH IDLE.
7. Power stabilized Check 27% minimum.
Landing lights may be used for takeoff to
assist in avoiding bird strikes and to make
the aircraft more visible while operating in
To aid in planning the takeoff and to obtain
maximum aircraft performance, make full use of the
information affecting takeoff shown in Chapter 7. The
data shown is achieved by setting brakes, setting
takeoff power, and releasing brakes. When runway
lengths permit, the normal takeoff may be modified by
starting the takeoff after power has been stabilized at
approximately 27% torque, then applying power
smoothly so as to attain full power no later than 50%
V1/Vr. This will result in a smoother takeoff but could
increase takeoff distance.
a. Normal Takeoff. After the line up procedure
has been completed, release the brakes and smoothly
apply power to within 5% of minimum takeoff power.
Power should be applied at a rate that will produce
required takeoff power by 50% V1/Vr. Maintain
directional control with nose wheel steering, rudder,
and differential power while maintaining wings level
with ailerons. The PF should retain a light hold on the
power levers throughout the takeoff roll and be ready
to initiate abort procedures if required. The PNF
should ensure that the AUTOFEATHER advisory
lights are illuminated (if applicable), adjust and
maintain power at the exact takeoff power settings,
and monitor all engine instruments. Rotate at the
recommended rotation speed V1/Vr and establish the
climb attitude (no greater than 15) that will attain best
climb airspeed (V2 + 10 KIAS) during the initial climb.
Rotation should be at a rate that will allow liftoff at
component is 25 knots.
b. Crosswind Takeoff. Position the aileron
control into the wind at the start of the takeoff roll to
maintain a wings level attitude. Under strong
crosswind conditions, leading with upwind power at the
beginning of the takeoff roll will assist in maintaining
directional control. As the nose wheel comes off the
ground, the rudder is used as necessary to prevent
turning (crabbing) into the wind. Rotate in a positive
manner to keep from side-skipping as weight is lifted
from the shock struts. To prevent damage to the
landing gear in the event that the aircraft were to settle
back onto the runway, remain in "slipping" flight until
well clear of the ground and, as the landing gear is
retracted, crab into the wind to continue a straight flight
path. Refer to Chapter 7, Wind Components Chart.
c. Minimum Run Takeoff.
Spectacular takeoff performance can be
obtained by lifting off at speeds below
However, control of the aircraft will be lost
if an engine failure occurs immediately
following liftoff until a safe speed can be
attained. Except during soft field takeoff,
liftoff below recommended speeds will not
Minimum run takeoffs are performed with flaps
extended to 40%.
To compensate for torque effect during the
beginning of the takeoff roll, align the aircraft with the
nose approximately 10° right of centerline. After the
line up procedure has been completed, hold brakes
firmly and apply takeoff power, allowing for some
increase in power as airspeed increases during the
takeoff roll. PNF action is the same as for normal
takeoff. Release the brakes and maintain directional