Normal Takeoff: AFH Chapter 5

Handbook Reference

AFH Ch 5

5.normal-takeoff. Normal Takeoff

A normal takeoff is one in which the airplane is headed into the wind, or the wind is very light, the takeoff surface is firm and of sufficient length to permit the airplane to gradually accelerate to normal lift-off and climb-out speed, and there are no obstructions along the takeoff path. The takeoff and climb is divided into three phases: the takeoff roll, the lift-off, and the initial climb after becoming airborne.

Takeoff Roll

After taxiing into position on the runway centerline and aligning the airplane with the intended takeoff direction, the pilot should release the brakes and advance the throttle smoothly and continuously to takeoff power. A jerky or abrupt application of power can cause engine roughness and uneven acceleration. As the airplane begins to roll, the pilot should:

Verify that engine instruments (RPM, oil pressure, oil temperature, manifold pressure if applicable) are within normal operating ranges.
Maintain directional control with rudder, not the brakes. Right rudder will be required to counteract the left-turning tendencies (torque, P-factor, spiraling slipstream, and gyroscopic precession) — the lower the airspeed and higher the power, the more right rudder is needed.
Keep the elevator in a neutral position for tricycle-gear airplanes (or slightly aft for tailwheel airplanes to keep the tailwheel firmly on the ground for steering until rudder authority develops).
Apply aileron deflection into any crosswind component, reducing the deflection as airspeed builds.

The pilot should look toward the far end of the runway rather than down the nose to better detect any directional drift and to maintain runway alignment.

Rotation and Lift-Off

As the airplane accelerates, aerodynamic forces become effective and the controls become progressively more responsive. At the manufacturer's recommended rotation speed (VR), the pilot smoothly applies back pressure on the elevator to establish a takeoff pitch attitude. This is generally a pitch attitude that produces the liftoff angle of attack for that airplane — typically the attitude that, when held, results in the airplane flying itself off the runway at the proper airspeed.

The airplane should not be forced off the ground prematurely. Lifting off below the recommended speed can result in:

Settling back onto the runway.
Operation in ground effect at an airspeed that cannot sustain flight out of ground effect.
A high angle of attack near a stall, particularly dangerous at low altitude.

Conversely, holding the airplane on the runway beyond the recommended liftoff speed wastes runway and increases tire wear.

Initial Climb

After the airplane lifts off, the pilot allows it to accelerate in ground effect to VY (best rate of climb speed) — typically published in the POH. Once VY is established, pitch is adjusted to maintain that airspeed, and the airplane is trimmed to relieve control pressures.

During the initial climb the pilot should:

Maintain runway centerline alignment with reference to objects ahead — do not look at the runway directly below.
Continue to apply right rudder as needed; the climb attitude and high power setting accentuate left-turning tendencies.
Retract the landing gear (if retractable) only after a positive rate of climb is established and runway remaining is no longer usable for landing.
Retract flaps (if used for takeoff) at a safe altitude and airspeed in accordance with the POH, normally one notch at a time.
Maintain VY until reaching at least 500 feet AGL (or the altitude specified in the POH or operating procedures), at which point the pilot may transition to a cruise climb attitude and airspeed for better visibility over the nose and improved engine cooling.

Common Errors

Failure to use rudder to maintain directional control during the takeoff roll.
Improper aileron position for existing crosswind conditions.
Premature lift-off, resulting in settling back onto the runway or a tail-low, mushing condition.
Holding the airplane on the runway too long, wasting runway.
Failure to establish and maintain proper climb attitude and airspeed (VY).
Drift after lift-off due to inattention to wind correction.
Poor scan — fixating on the airspeed indicator instead of dividing attention between outside references and instruments.
Failure to trim, resulting in heavy control pressures during the climb.

Example Speeds (Typical Trainer)

For a Cessna 172, VR is approximately 55 KIAS, VX is 62 KIAS, and VY is 74 KIAS. These values vary by aircraft and weight — always reference the specific POH for the airplane being flown.

A properly executed normal takeoff demonstrates the pilot's ability to make smooth, coordinated control inputs while managing power, attitude, directional control, and a continuous outside scan — the foundation for every other type of takeoff.

Oral Exam Questions a DPE Might Ask

Q1Walk me through a normal takeoff from lineup to 500 feet AGL.

After lining up on the centerline, I smoothly advance throttle to full power, verify engine instruments are green, and use right rudder to maintain centerline. At VR I apply gentle back pressure to establish takeoff pitch, allow the airplane to fly off, accelerate to VY, trim, and climb at VY to 500 feet AGL before transitioning to a cruise climb.

Q2Why do you need right rudder on takeoff, and what causes the left-turning tendency?

Right rudder counteracts the four left-turning tendencies: torque, P-factor, spiraling slipstream, and gyroscopic precession. They are most pronounced at low airspeed with high power and high angle of attack — exactly the takeoff and climb regime — so right rudder pressure is greatest then and reduces as airspeed builds.

Q3What are the dangers of lifting off before reaching the recommended rotation speed?

A premature liftoff can result in the airplane settling back onto the runway, getting trapped in ground effect at a speed that won't sustain flight once out of it, or operating dangerously close to a stall at low altitude. Always rotate at the POH-recommended VR.