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of a non-towered airport far from the nearest Class B or C airspace, you’ve probably experienced the same.
Runway items: As I line up on the runway I ensure my “runway items” are ON. To me, the runway items are pitot heat, lights, and fuel pumps/ igniters (as applicable). You can create your own list for the airplane you
fly regularly, but those are the ones that I consider.
Pitch Trim: Your pitch trim should have been set during your Before Takeoff Checklist usage, but it is such a critical factor that I usually glance at it as I take the runway. I’m a proponent of having “a bit more forward trim than you think you need.” You do not want the nose wheel to leave the runway too early in the takeoff roll.
Set the FD and align the HDG bug:
I use the Flight Director (FD) on 100% of my takeoffs. It is just a good habit. Use the TOGA button if it is available, or set the FD up with your autopilot installation. I then align the HDG bug with the top of the HSI and ensure that it agrees with runway alignment. This is a simple habit, but one that will help you ensure that your avionics system is aligned.
Radar Use: I think it is wise to
use the radar (if equipped) on most of your takeoffs. On the ground, you can tilt the radar fully UP and place it on a 20 nm scale. If you see anything on the display, it’s going to be real weather. When there’s convection
in the area, this a super way to make sure you are not about to take off directly into a cell. It also “gives you
a rep” to work the onboard radar, which I think is important for both your radar equipment and your skills in operating it.
Line Up & Roll
So, now we are lined up on the runway and ready for departure. Let’s talk about those first crucial steps. For either the piston or turbine PA46 versions, I’m OK with either a “rolling takeoff” or holding the brakes for the initial portion of the takeoff roll. But, I’m not OK with applying full power
and then releasing the brakes. It can be done, but the yawing forces with the abundance of torque and minuscule amount of air moving over the control surfaces translate into big f light control inputs (especially the right rudder) that make such a practice questionable. I much prefer to hold the brakes and apply some limited power, and then release the brakes to begin the takeoff roll while continuing to add power.
Since there’s a little bit of difference in the piston and turbine practices in the initial part of the takeoff roll, let’s talk about them separately.
Piston Technique
In a piston PA46, the PROP and mixture should be full forward. The throttle should be advanced smoothly and slowly. As power is developed,
it is wise to glance at the engine instruments to make sure there’s no wayward indication. If the throttle is shoved forward, the waste gate will
not be able to open fast enough to keep the manifold pressure in the green. Especially in the latter part of throttle advancement (when MP is above atmospheric pressure), I suggest a slower pace. The turbochargers will be increasing RPM rapidly, and the whole system needs some equalization time to ensure that no limits are exceeded.
The throttle should be advanced full forward (with quadrant friction applied) and the MP should show max rated power for your engine type. This is an important observation on the takeoff roll. If your engine is not developing full power, then abort
the takeoff. A piston engine that cannot achieve full power could have a whole host of issues, and some of them (such as an exhaust leak) can be extremely dangerous.
Turbine Technique
In the turbine P46T, I suggest the brakes be held for just a short bit as the power lever is advanced. With the brakes held, it is easier to look at the engine gauges without worrying about rolling. I usually “add about one inch of power lever travel” and watch the
ITT. You will develop finesse with this technique to know how far to advance the power lever, but you want to add enough to do two things: check the ITT, and “put the prop on the governor.”
With this initial power lever advancement, you should see the ITT rise significantly (sometimes near
the upper limits) and then show a significant decrease to a level that is lower than when the engine was at idle. When the power lever is advanced initially, fuel is sprayed into the engine and the result is increased combustion and a consequential rise in Ng.
As the Ng increases, there is an increase in airf low and the ITT decreases significantly. Also, the
bleed air valve (JetPROPs have one, -42A engines have two) will begin to close. I like to see that the ITT does decrease significantly because I want to ensure that the bleed air valve(s) operate (there’s no cockpit indication for these valves) and that the airflow is sufficient enough to ensure that I don’t get an ITT exceedance. I like to see that ITT rise and fall before I advance the power lever to takeoff power. It just gives me comfort that the engine is operating properly.
Incidentally, I normally have the Ice Door ON in the JetPROP (for FOD protection), unless I’m departing from a high-density altitude airport. IfIthinkIcouldgetahotITTonthe takeoff roll, I’d certainly rather accept the low risk of a FOD event on takeoff as opposed to a higher probability ITT thermal event. The additional airflow helps keep the ITT lower.
During the initial power lever advancement, I also want to see the prop increase to where prop RPM is controlled by the governor (2000RPM for the -42A, 2200RPM for the JetPROP). This ensures that the prop governor is working, and it ensures that I won’t have excessive yaw on
the takeoff roll.
Once the prop is on the governor and the ITT has decreased, I’ll then release the brakes and continue adding power and keep an eye on the torque gauge. In any turbine P46T, there’s
36 MMOPA MAGAZINE JULY / AUGUST 2021