TM 1-1510-218-10 8-19 control  with  nose  wheel  steering  and  rudder.    Do  not use  brakes  unless  absolutely  necessary.    Hold  the elevators in a neutral position, maintaining wings level with  ailerons.    Allow  the  aircraft  to  roll  with  its  full weight  on  the  wheels  until  V₁/V_r  is  reached.    At  this speed  rotate  smoothly  and  firmly  at  a  rate  that  will allow  liftoff  at  liftoff  air  speed  (V_lof).    After  noting  a positive  climb,  direct  the  PNF  to  retract  the  landing gear. d.    Obstacle Clearance Climb. Follow procedures  as  outlined  for  a  minimum  run  takeoff,  to the   point   of   actual   liftoff.     When   flight   is   assured, retract  the  landing  gear  and  establish  a  wings  level climb   attitude,   maintaining   the   computed   obstacle clearance airspeed (V_x).  Climb at this speed until clear of the obstacle.  After the obstacle is cleared, lower the nose  slowly  and  accelerate  to  V_y.    Retract  flaps  after attaining 105 KIAS. NOTE The  best  angle-of-climb  speed  (V_x)  is  very close    to    single-engine,    power-off    stall speed.  To provide for a margin of safety in the   event   of   engine   failure   immediately after     takeoff,     the     obstacle     clearance airspeed value is used in lieu of true V_x for maximum   angle  takeoff  climbs.     Takeoff performance  data  shown  in  Chapter  7  is based  on  the  use  of  obstacle  clearance climb speed. e.    Soft  Field  Takeoff.    If  a  takeoff  must  be made  in  conditions  of  mud,  snow,  tall  grass,  rough surface or other conditions of high surface friction, the following   procedure   should   be   used.      Set   flaps   at TAKEOFF  (40%),  align  the  aircraft  with  the  runway, and with the yoke held firmly aft, begin a slow steady acceleration, avoiding rapid or transient accelerations. Continue to hold full aft yoke to transfer the weight of the  aircraft  from  the  wheels  to  the  wings  as  soon  as possible.      When   the   aircraft   rotates,   control   pitch attitude  (nose)  to  lift  off  from  the  soft  surface  at  the slowest   possible   speed.      When   airborne,   level   off immediately  in  ground  effect  just  above  the  surface, and  accelerate to V_lof before rotating  to  climb  attitude and retracting the landing gear.   Consider  the  effects of snow or mud on gear retraction as applicable. 8-34.  AFTER TAKEOFF. During  takeoff  and  climb,  the  pilot  flying the aircraft should avoid adjusting controls located  on  the  aft  portion  of  the  extended pedestal    to    preclude    inducing    spatial disorientation. After  the  aircraft  is  positively  airborne  and  flight is   assured,   retract   the   landing   gear.      Adjust   pitch attitude  as  required  (no  greater  than  15°)  to  maintain V₂  +  10  KIAS.    If  required,  limit  climb  attitude  to  15° and  accept  a  higher  airspeed  during  the  initial  climb. Retract   flaps   after   attaining   105   KIAS.      The   PNF should  continue  to  maintain  power  at  the  computed setting  and  to  monitor  instruments.    At  safe  single- engine  maneuvering  attitude,  adjust  pitch  attitude  to obtain    cruise    climb    airspeed    (or    slow    cruise    if required).  As cruise climb airspeed is attained, adjust power     to     the     climb     power     setting     (maximum continuous, maximum climb, or as required.)  The PNF then activates the yaw damp on the PF’s request and checks   that   the   cabin   is   pressurizing.      Both   pilots check the wings and nacelles for fuel or oil leaks.  The procedural steps after takeoff are as follows. 1.   GEAR – UP. 2.   FLAPS (105 KIAS) – UP. 3.   LANDING LIGHTS – OFF. 4.   Climb power – Set. 5.   PROP SYNC switch – As required. 8-35.  CLIMB. a.    Cruise Climb.  Cruise climb is performed at a speed  that  is  the  best  combination  of  climb,  fuel burn-off,   and   distance   covered.      Set   propellers   at 1900 RPM  and  torque  at  100%  (or  maximum  climb TGT).    Adhere  to  the  following  airspeed  schedule  as closely as possible. SL to 10,000 feet....……..…………155 KIAS 10,000 to 20,000 feet……………...135 KIAS 20,000 to 25,000 feet……………...125 KIAS 25,000 to 31,000 feet.……………..115 KIAS Maneuvering  should  be  held  to  a  minimum  and climbing  turns  should  not  exceed  20-25°  bank  angle. Banks   of   more    than    25°    materially    effect    climb performance,  reducing  rate  of  climb  through  loss  of vertical  lift,  while  banks  of  30°  or  more  may  cause passenger   discomfort   due   to   imposing   high   load factors. b.    Climb  Maximum  Rate.    Maximum  rate  of climb performance is obtained by setting propellers at 2000 RPM, torque at 100% (or maximum climb TGT), and   maintaining   best   rate-of-climb   airspeed.      This airspeed will vary with gross weight and must also be reduced  as  available  power  is  reduced  with  altitude. As a rule of thumb, reduce airspeed approximately one knot for each 2,000 feet of altitude above that altitude WARNING