ROBERT N. ROSSIER BETTER PILOT / STICK & RUDDER
A Samba XXL motorglider on takeoff.
On the Roll Keeping tabs on the takeoff
AMONG THE FLYING SKILLS and procedures we learn as pilots, the takeoff often seems among the easiest. As long as the run-up reveals no problems and the pre-takeoff checklist is completed, running the throttle up and guiding the craft down the runway and skyward is usually a simple task. But don’t be fooled. Roughly one in seven accidents—both fatal and non-fatal—occurs during the takeoff phase of flight. That alone suggests that we examine takeoff procedures carefully and follow the steps necessary to avoid an untimely demise.
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PERFORMANCE DATA
Every pilot should understand the importance of a thorough preflight aircraft inspection, but don’t overlook the book work. The first step in making a successful and safe takeoff is to make certain that aircraft performance data supports our plans to fly. Sometimes pilots become complacent when
PHOTOGRAPHY BY JIM KOEPNICK
they regularly fly the same aircraft at the same airport, and then they come up short when conditions change. Changing seasons (density altitude), aircraft weight and balance, and runway and weather conditions can readily alter takeoff performance in a dramatic and profound manner. By knowing how the aircraft should perform, we can more readily identify problems on the takeoff roll. A THOROUGH RUN-UP
Complacency may also strike during the run-up. I’ve seen eager pilots run through the procedure so quickly and automatically that the problems don’t even register. For example, the pilot points to the ammeter, voltmeter, or even the tachometer, but doesn’t recognize that the reading is not within limits. Following a good “flow” or pattern when performing the run-up procedure can help keep us from missing checklist items, but we must still scrutinize the information that’s right in front of our eyes. Another common mistake is the “it’s always like that” syndrome, where a marginal or out-of-tolerance indication is brushed aside because it was like that before, and nothing bad happened. If the readings aren’t right, then something is wrong, and we should investigate further before takeoff. Remember that safety is like a chain, and when the weak link breaks, the entire chain is compromised. A looming electrical failure might not pose a problem on a day visual flight rules (VFR) flight, but the same emergency at night or in instrument meteorological conditions (IMC) could prove fatal. TRAFFIC AWARENESS
Especially at nontowered airports, maintaining a high level of traffic awareness is critical to safety, and it’s important to use all our tools and senses while not relying exclusively on any single one. Even if we’re heads-up with the radio calls, recognize that other pilots might not be communicating or may be using the wrong frequency. Even in VFR conditions, some pilots follow instrument flight rules (IFR) approach procedures to the
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airport and thus arrive by other than the standard entry to the downwind leg, so leave no part of the sky unchecked. What’s more, pilots flying IFR may not switch to the local common traffic advisory frequency (CTAF) and announce their position or intentions as promptly as we would expect. Spotting traffic in the pattern is not as easy as it looks. Hazy conditions or low sun angles can make it difficult to see traffic, even when it’s on short final. Landing lights and strobes can enhance visibility, but not all pilots use such tools to become visible. Look and listen! Not all pilots choose to use the same runway. Even if the winds are favoring one runway, the pilot of a larger aircraft may choose another due to runway length or
other factors. Never assume that the “active” runway is the only one in use. MONITORING THE ROLL
When pilots fail to properly monitor their acceleration on the takeoff roll, the result can be a hair-raising or even deadly situation. Our preflight planning should include calculating our takeoff roll based on the aircraft weight and the prevailing conditions. One rule of thumb is to abort takeoff if the aircraft does not achieve 70 percent of flying speed before reaching the midpoint of the runway. While such a gauge might be useful when making touch and goes on a short runway, it lacks the precision needed for detecting problems on the initial takeoff roll. Once the takeoff roll is initiated, verify that the aircraft is performing
(accelerating) as predicted. If the pilot’s operating handbook indicates a takeoff ground roll of 600 feet, and we’ve already used 1,000 without reaching rotation speed, it’s time to change departure plans. Runway markings such as centerline stripes and fixed distance markers, as well as intersections with taxiways and other runways, can help us measure the distance we’ve traveled, so pay attention to these during the roll. Knowing when to abort the takeoff is also important, and that should be part of our preflight planning as well. We never want to delay the decision to abort to a point where we don’t have adequate runway distance to stop. To avoid this mistake, begin by determining the landing ground roll distance for the aircraft
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weight and prevailing condition. Increase that distance for wet runways or slippery conditions, add a healthy safety margin to allow for reaction time and other unknowns, and then subtract this from the runway length to determine a safe abort point. The abort point should never be more than halfway down the runway. During the initial part of the takeoff roll, verify that the engine is developing full power and that other aircraft systems are functioning properly. Not every problem is a cause to abort the takeoff, but an out-of-range reading might warrant a prompt return and landing. I’ve seen pilots who don’t even look at their airspeed indicator during the takeoff, and just rotate when it feels right. Monitoring
airspeed on the takeoff roll is crucial, but you should recognize that an indicated problem is not always a real one. A low airspeed indication could be due to a pitot-static system malfunction.
gear as well. If we lose power shortly after liftoff, having that landing gear in the downand-locked position could save the aircraft. In a single-engine aircraft, retract the landing gear only when it is certain it can be
Not every problem is a cause to abort the takeoff, but an out-of-range reading might warrant a prompt return and landing. AFTER ROTATION—GEAR AND SPEED
After rotation, avoid the temptation to just pull up the gear and point the nose for the heavens. Instead, make a conscious choice of when to raise the gear and what climb angle and airspeed to use. Obviously, we want to have a positive climb rate before raising the landing gear, but consider the time it takes to lower and lock the landing
fully extended for an emergency. Climb speed and angle is always a tradeoff, and it’s one to consider carefully. A steep angle might improve the climb rate, but it can make it more difficult to see and avoid traffic. To improve forward visibility, consider lowering the nose when terrain and other conditions permit. Rather than relying strictly on altitude as a hedge against an
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emergency, consider altering course to a flight path that provides more suitable terrain for an emergency landing.
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PLAN B—A WAY OUT
Regardless of where we fly, we should always be aware of our options throughout a takeoff and should always have an escape plan in the event of an emergency. Knowledge of the terrain surrounding an airport can help us decide where to go and where not to go when problems arise, so take the time to learn as much as you can. Steeply rising terrain or other obstacles may dictate the direction in which we circle back to the airport in the case of a partial power loss. Sky, cloud, and lighting conditions are always part of the picture when making a departure plan. Obstacles that are easily seen and avoided for an emergency landing in day VFR conditions might be completely invisible when clouds or darkness obscure our view. The departure plan for the same runway and wind conditions might change considerably when contemplating a night or IFR departure. For a night departure, consulting the IFR departure procedures for a particular airport or runway can help give us an idea of how to avoid obstacles and terrain. When making a departure, one option to keep in mind is the orientation of any cross runways that might be available in an emergency. Obviously, wind conditions can play a major role in whether or not a cross runway is a viable option. While we might normally think only of landing into the wind, consider how a tail wind might help extend the glide onto a safe approach or to a safe landing spot. With a long enough runway, landing downwind might be a viable option if that keeps us clear of obstacles and traffic. Our escape plan for any particular airport or runway can change depending on weather and local conditions. I used to fly regularly from an airport along the coast, and during the winter, I would keep the beach in mind as an option for an emergency landing. But that plan changed during the summer months when the beaches would be crowded with sunbathers. The same can go for roads and highways. A stretch of road that might be suitable for an off-airport landing on a Sunday afternoon might be out of the question during weekday rush hour.
SAFETY IN SIGNAGE Runway Distance Remaining signs indicate the distance, in thousands of feet, of remaining runway during takeoffs and landings. The signs are located alongside of runways in 1,000-feet increments. They’re typically double-faced and only on one side of the runway, but some airports use single-faced signs installed on both sides. Monitoring them on a takeoff roll may help determine if you can safely continue. DID YOU KNOW that a One-half Distance Remaining sign is sometimes used on shorter airstrips? According to Advisory Circular (AC) No. 150/5340-18E, the One-Half Distance Remaining sign is only used in the takeoff direction on unpaved runways less than 3,000 feet in length where both ends of the runway are not readily visible. The sign is installed on the left side of the most used runway direction for takeoff operations only, and is not used in combination with other Runway Distance Remaining signs.
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While it might seem that a safe takeoff is often easier to accomplish than a safe landing, keep in mind that any time we’re low and slow, we’re squarely in the danger zone. By using thorough procedures and closely monitoring the situation during a takeoff, we can avoid the pitfalls of a poorly planned takeoff. Robert N. Rossier, EAA 472091, has been flying for more than 30 years and has worked as a flight instructor, commercial pilot, chief pilot, and FAA flight check airman.
PHOTOGRAPHY BY BRADY LANE
