Page 27 - Jan 24

release is the proper technique for all pilots when the runway is truly limited.
So now we are rolling with our attention still on the prop gauges that are now showing about 1,500 RPM. As fast as reasonably possible advance the power levers, splitting them as necessary to match propeller speeds, until you reach takeoff propeller speed. Does the RPM stabilize as it should? If so, you have just verified that the primary propeller governors are operating properly. If you see the unlikely situation of one side stabilizing about 4% above redline it’s time to abort since that side is being controlled now by its overspeed governor. Finally, now is the time to rapidly advance the power until the target takeoff torque – Minimum Takeoff Power – is reached. At lower-elevation airports on cooler days this will always be redline, maximum allowable torque. At higher elevations and hotter days, that’s when the minimum takeoff power chart should have been consulted to provide you with a target torque value. Not only is this the torque that the takeoff performance data has been based upon but, if you cannot achieve it because of an ITT restraint, you have an engine or indication problem.
Now some of you will find this next statement hard to believe, but here goes: Even adding power in the manner just described, takeoff torque should be set by no later than 60 KIAS. It’s easy with a little training and practice. If you are still having trouble adding power
in this manner, then do what the charts say: Hold the brakes until takeoff power is attained.
Back to the title of this section “Low Power.” If one side has a problem in reaching the target power, it is very easy to abort the takeoff since airspeed is only about 60 knots or even less.
Crosswind Lack of Control: This is a weird one and quite unlikely. What does the POH say about a crosswind limitation? Nothing! Demonstrated crosswind component? Yes. Limitation? No!
So there you are, departing the gravel strip in the backcountry of Alaska where you picked up the boss and his friends from their weeklong hunting/fishing adventure. Dang! That wind sure is strong and about 90 degrees to the runway! Willing to risk it?
There’s no easy “correct” answer here. Use all of the crosswind techniques you know but if the airplane starts drifting to the downwind side of the runway even with all of the correct inputs, then I hope the runway is wide enough to allow you to stop before hitting something hard and fixed beside the runway. Wind usually dies down near sunset, right?
Runway Incursion: Dang! I can’t believe that 777 is crossing our runway! Can you safely stop well short of the airliner? Can you with 100% certainty clear the 777’s fuselage or tail if you continue? If neither
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JANUARY 2024
KING AIR MAGAZINE • 25