AFH 6-6

During initial climb, it is important that the takeoff path remain aligned with the runway to avoid drifting into obstructions or into the path of another aircraft that may be taking off from a parallel runway. A flight instructor should help the student identify two points inline ahead of the runway to use as a tracking reference. As long as those two points are inline, the airplane is remaining on the desired track. Proper scanning techniques are essential to a safe takeoff and climb, not only for maintaining attitude and direction, but also for avoiding collisions near the airport. When the student pilot nears the solo stage of flight training, it should be explained that the airplane’s takeoff performance will be much different when the instructor is not in the airplane. Due to decreased load, the airplane will become airborne earlier and climb more rapidly. The pitch attitude that the student has learned to associate with initial climb may also differ due to decreased weight, and the flight controls may seem more sensitive. If the situation is unexpected, it may result in increased anxiety that may remain until after the landing. Frequently, the existence of this anxiety and the uncertainty that develops due to the perception of an “abnormal” takeoff results in poor performance on the subsequent landing. Common Errors Common errors in the performance of normal takeoffs and departure climbs are: ⦁ Failure to review AFM/POH and performance charts prior to takeoff. ⦁ Failure to adequately clear the area prior to taxiing into position on the active runway. ⦁ Abrupt use of the throttle. ⦁ Failure to check engine instruments for signs of malfunction after applying takeoff power. ⦁ Failure to anticipate the airplane’s left turning tendency on initial acceleration. ⦁ Overcorrecting for left turning tendency. ⦁ Relying solely on the airspeed indicator rather than developing an understanding of visual references and tracking clues of airplane airspeed and controllability during acceleration and lift-off. ⦁ Failure to attain proper lift-off attitude. ⦁ Inadequate compensation for torque/P-factor during initial climb resulting in a sideslip. ⦁ Over-control of elevators during initial climb-out and lack of elevator trimming. ⦁ Limiting scan to areas directly ahead of the airplane (pitch attitude and direction), causing a wing (usually the left) to drop immediately after lift-off. ⦁ Failure to attain/maintain best rate-of-climb airspeed (VY) or desired climb airspeed. ⦁ Failure to employ the principles of attitude flying during climb-out, resulting in “chasing” the airspeed indicator. Crosswind Takeoff While it is usually preferable to take off directly into the wind whenever possible or practical, there are many instances when circumstances or judgment indicate otherwise. Therefore, the pilot must be familiar with the principles and techniques involved in crosswind takeoffs, as well as those for normal takeoffs. A crosswind affects the airplane during takeoff much as it does during taxiing. With this in mind, the pilot should be aware that the technique used for crosswind correction during takeoffs closely parallels the crosswind correction techniques used for taxiing. Takeoff Roll The technique used during the initial takeoff roll in a crosswind is generally the same as the technique used in a normal takeoff roll, except that the pilot needs to apply aileron pressure into the crosswind. This raises the aileron on the upwind wing, imposes a downward force on that wing to counteract the lifting force of the crosswind, and thus prevents the wing from rising. The pilot should remember that since the ailerons and rudder are deflected, drag will increase; therefore, less initial takeoff performance should be expected until the airplane is wings-level in coordinated flight in the climb. While taxiing into takeoff position, it is essential that the pilot check the windsock and other wind direction indicators for the presence of a crosswind. If a crosswind is present, the pilot should apply full aileron pressure into the wind while beginning the takeoff roll. The pilot should maintain this control position, as the airplane accelerates, and until the ailerons become effective in maneuvering the airplane about its longitudinal axis. As the ailerons become effective, the pilot will feel an increase in pressure on the aileron control.