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For takeoff,
use the rudder pedals in most general aviation
airplanes to steer the airplane’s nose
wheel onto the runway centerline to align the
airplane and nose wheel with the runway. After
releasing the brakes, advance the throttle smoothly
and continuously to takeoff power. An abrupt
application of power may cause the airplane
to yaw sharply to the left because of the torque
effects of the engine and propeller.
As the airplane starts to roll forward, assure
both feet are on the rudder pedals so that the
toes or balls of the feet are on the rudder
portions, not on the brake.
At all times, monitor the engine instruments
for indications of a malfunction during the
takeoff roll.
As the airplane gains speed, the elevator control
tends to assume a neutral position if the airplane
is correctly trimmed.
At the same time, the rudder pedals are used
to keep the nose of the airplane pointed down
the runway and parallel to the centerline.
The effects of engine torque and P-factor at
the initial speeds tend to pull the nose to
the left (Torque and P-Factor will be discussed
in greater detail in later chapter).
The pilot must use whatever rudder pressure
is needed to correct for these effects or winds.
Use aileron controls into any crosswind to keep
the airplane centered on the runway centerline.
The pilot should avoid using the brakes for
steering purposes as this will slow acceleration,
lengthen the takeoff distance, and possibly
result in severe swerving.
As the speed of the takeoff roll increases,
more and more pressure will be felt on the flight
controls, particularly the elevators and rudder.
If the tail surfaces are affected by the propeller
slipstream, they become effective first. As
the speed continues to increase, all of the
flight controls will gradually become effective
enough to maneuver the airplane about its three
axes. At this point, the airplane is being flown
more than it is being taxied. As this occurs,
progressively smaller rudder deflections are
needed to maintain direction.
The feel of resistance to the movement of the
controls and the airplane’s reaction to
such movements are the only real indicators
of the degree of control attained. This feel
of resistance is not a measure of the airplane’s
speed, but rather of its controllability. To
determine the degree of controllability, the
pilot must be conscious of the reaction of the
airplane to the control pressures and immediately
adjust the pressures as needed to control the
airplane. The pilot must wait for the reaction
of the airplane to the applied control pressures
and attempt to sense the control resistance
to pressure rather than attempt to control the
airplane by movement of the controls.
A student pilot does not normally have a full
appreciation of the variations of control pressures
with the speed of the airplane. The student
may tend to move the controls through wide ranges
seeking the pressures that are familiar and
expected and, as a consequence, overcontrol
the airplane.
The instructor should always stress using the
proper outside reference to judge airplane motion.
For takeoff, the student should always be looking
far down the runway at two points aligned with
the runway.
The flight instructor should have the student
pilot follow through lightly on the controls,
feel for resistance, and point out the outside
references that provide the clues for how much
control movement is needed and how the pressure
and response changes as airspeed increases.
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