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. Setting brakes, setting static takeoff power, and then releasing brakes,
achieve the data shown. Normal takeoff may be modiied by starting the take off roll prior to attaining takeoff power.
This will result in a smoother takeoff, but will invalidate all subsequent ield 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 nose
wheel 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 V 1 , the pilot will remove his hand from the POWER levers. The copilot will call rotate at VR, 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 take off 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 light until well clear of the ground, then crab into the wind to continue a straight light
c. Obstacle Clearance Climb. Obtain performance data from Chapter 7 using departure ield performance data.
8-27. AFTER TAKEOFF.
Immediately after takeoff, the pilot lying 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 V 2 . Allow the aircraft to continue accelerating
to the two-engine climb speed, or the cruise climb schedule, as applicable. Retract the laps when safely airborne.
The procedural steps are as follows:
1. LDG GEAR CONTROL handle -- UP.
@ FLAPS -- UP.
3. LANDING/TAXI lights switches -- OFF.
$ CMWS SAFE/ARM switch (SACP) -- ARM as required. Ensure the aircraft is at a safe altitude before
arming the system. Conirm the system is armed by observing the " R " on the CI display.
Turn windshield anti-ice to NORMAL when passing 10,000 feet AGL or prior to entering the freezing
level (whichever comes irst). 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.
% WINDSHIELD anti-ice -- As required.
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.