Take Off For Normal/Crosswind Conditions
A normal takeoff occurs when the aircraft is departing into a direct headwind from a paved surface with plenty of runway distance available and with no obstacles close to the end of the runway. Taking off directly into the wind allows the aircraft to take off using the least amount of runway. This is essentially because the wind is giving extra airflow over the wings so the aircraft doesn't need to travel as fast to get to the same airspeed.
The takeoff procedure begins with safely entering the runway before ever crossing the hold. Short marking for the runway. The pilot needs to always visually scan the entire runway length as well as the arrival and the departure paths to ensure no hazards like other aircraft or vehicles exist.
Secondly the pilot should also confirm they are entering the correct runway. Verbally brief what runway you are entering and confirm with your instructor which direction you will be taking off in if you're at a towered airport. Make sure your runway is in agreement with the clearance given by ATC. As you taxi out onto the runway position, the plane on the runway center line then confirm that the heels of your feet are on the floor and off the brakes so you don't accidentally step on them.
Just like when taxing on a taxiway, you want the runway center line to line up with your right leg. Once you are lined up on the correct runway smoothly apply full power. As you accelerate, you may notice a tendency for the plane to turn to the left. You will need to add a slight amount of rudder to counteract this and keep the airplane on the center line. Continue to make small rudder pedal inputs to maintain the aircraft on center line.
Make the inputs as soon as you start seeing the airplane drift from the runway center line. Once full power is applied, quickly glance inside to check the engine instruments, making sure all of the indications are in their normal parameters. As the airplane continues to accelerate, make sure that both of your airspeed indicators are indicating speed above zero and increasing. Most notably, the airflow under the elevator will actually bring the surface into its neutral position. You will feel this happening as the yoke slides afterward towards you.
Once the airspeed reaches 55 knots, it's time to pitch up and begin your climb. This procedure is called rotation.
To rotate smoothly, increase back pressure on the yoke. Raising the nose until the tip of the engine cowling touches the horizon. The goal is to maintain 74 knots. This is the airspeed that gives you the best rate of climb and is also known as V. Next, while climbing out, you should momentarily step on the brakes. As your wheels lift off the ground, they will continue to spin and the spinning usually results in vibrations. Now that you're airborne, it's important to continuously look outside for traffic and terrain clearance.
At 500 feet AGL lower the pitch to increase the airspeed and continue to climb. Now at 85 knots which is our cruise climb air speed at. If you ever need to climb at a higher vertical rate of climb, do not hesitate to increase the pitch and climb at 74 knots.
The takeoff procedure begins with safely entering the runway before ever crossing the hold. Short marking for the runway. The pilot needs to always visually scan the entire runway length as well as the arrival and the departure paths to ensure no hazards like other aircraft or vehicles exist.
Secondly the pilot should also confirm they are entering the correct runway. Verbally brief what runway you are entering and confirm with your instructor which direction you will be taking off in if you're at a towered airport. Make sure your runway is in agreement with the clearance given by ATC. As you taxi out onto the runway position, the plane on the runway center line then confirm that the heels of your feet are on the floor and off the brakes so you don't accidentally step on them.
Just like when taxing on a taxiway, you want the runway center line to line up with your right leg. Once you are lined up on the correct runway smoothly apply full power. As you accelerate, you may notice a tendency for the plane to turn to the left. You will need to add a slight amount of rudder to counteract this and keep the airplane on the center line. Continue to make small rudder pedal inputs to maintain the aircraft on center line.
Make the inputs as soon as you start seeing the airplane drift from the runway center line. Once full power is applied, quickly glance inside to check the engine instruments, making sure all of the indications are in their normal parameters. As the airplane continues to accelerate, make sure that both of your airspeed indicators are indicating speed above zero and increasing. Most notably, the airflow under the elevator will actually bring the surface into its neutral position. You will feel this happening as the yoke slides afterward towards you.
Once the airspeed reaches 55 knots, it's time to pitch up and begin your climb. This procedure is called rotation.
To rotate smoothly, increase back pressure on the yoke. Raising the nose until the tip of the engine cowling touches the horizon. The goal is to maintain 74 knots. This is the airspeed that gives you the best rate of climb and is also known as V. Next, while climbing out, you should momentarily step on the brakes. As your wheels lift off the ground, they will continue to spin and the spinning usually results in vibrations. Now that you're airborne, it's important to continuously look outside for traffic and terrain clearance.
At 500 feet AGL lower the pitch to increase the airspeed and continue to climb. Now at 85 knots which is our cruise climb air speed at. If you ever need to climb at a higher vertical rate of climb, do not hesitate to increase the pitch and climb at 74 knots.