TM 1-1510-224-10
(4)
Altitude alerter Check. Set as required.
(5)
Transponder As required.
6.
Lights As required.
NOTE
Landing lights may be used for
takeoff to assist in avoiding bird
strikes and to make the aircraft more
visible while operating in congested
areas.
8-25. TAKEOFF.
To aid in planning the takeoff and to obtain
maximum aircraft performance, make full use of the
information which affects takeoff, as shown in Chapter 7.
The data shown is achieved by setting brakes, setting
static takeoff power, and then releasing brakes. Normal
takeoff may be modified by starting the takeoff roll prior
to attaining takeoff power. This will result in a smoother
takeoff,
but
will
invalidate
all
subsequent
field
performance data.
a.
Normal Takeoff. After the Line Up check is
complete,
smoothly
apply
power
to
the
setting
determined from the appropriate Static Takeoff Power at
1700 RPM chart. Release brakes and maintain
directional control with nosewheel steering and rudder,
while maintaining wings level with ailerons. The pilot
should retain a light hold on the power levers through the
takeoff and be ready to initiate abort procedures if
required.
The
copilot
should
ensure
that
the
AUTOFEATHER advisory lights are illuminated and
monitor engine torque during the takeoff roll. As the
aircraft accelerates, engine torque will increase, but
should not exceed engine limits (torque or TGT). As the
copilot calls VI, the pilot will remove his hand from the
POWER levers. The copilot will call rotate at V, and the
pilot will commence a smooth, positive aircraft rotation to
an indicated pitch attitude of 7°. When two positive
climb indications are observed, the landing gear will be
retracted.
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
nosewheel 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, then crab into the
wind to continue a straight flight path.
c.
Minimum Run Takeoff. Not applicable.
d.
Obstacle Clearance Climb. Obtain performance
data from Chapter 7 using field performance data.
8-26. AFTER TAKEOFF.
WARNING
Immediately after takeoff, the pilot
flying
the
aircraft
should
avoid
adjusting controls located on the aft
portion of the extended pedestal to
preclude
inducing
spatial
disorientation.
With both engines operating, the aircraft will
rapidly accelerate through V2. Allow the aircraft to
continue accelerating to the two engine climb speed, or
the cruise climb schedule, as applicable. Retract the
flaps when safely airborne. The procedural steps are as
follows:
1.
Gear UP.
2.
Flaps UP.
3.
LANDING LIGHTS switch OFF.
CAUTION
Turn windshield anti-ice to NORMAL
when passing 10,000 feet AGL or
prior to entering the freezing level
(whichever comes first). Leave on
until
no
longer
required
during
descent
for
landing.
High
temperature may be selected as
required after a minimum warm-up
period of 15 minutes.
4.
WINDSHIELD anti-ice As required.
8-27. CLIMB.
Cruise climb is performed at a speed which
provides a good rate-of-climb. Propellers should be kept
at 1700 RPM. Lower propeller RPM will reduce the
amount of cabin noise, but will degrade the aircraft climb
performance. The following chart may be used as an
airspeed schedule.
NOTE
To increase visibility and safety when
operating in high traffic, a climb
speed of 160 KIAS to 10,000 feet MSL
may be used.
SL to 10,000 FEET....................................135 KIAS
10,000 to 20,000 FEET.............................130 KIAS
20,000 to 25,000 FEET.............................125 KIAS
8-22
