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in order to reach 50 feet at the proper climbspeed. The FM terms our 5 0 foot speed as V2,which is best angle of climb. We found dur-ing repeated tests that if the rotation wasmade properly this speed was just about au-tomatic. Over rotation, as some people like todo, is not a good maneuver, likewise underrotation. Since Vmc is a function of powerwe use 115 knots in training regardless ofweight. Then you can use max power if nec-essary. When hot days and. high altitudefields prevail the power will not be avail-able, So Vmc is less. You are allowed to use analternate schedule in this case which callsfor a lower rotate speed to get the airplaneinto the air for best acceleration. As theairplane gets lighter in the bounce patternthe nose seems to “dig in” requiring a lot ofrotation. Actually the wing starts to fly giv-ing this impression. How can the wing fly at

a nose down attitude? Flap setting forms awing camber to create lift at this nose atti-tude. One of my pet peeves was for the pilot tohold the yoke forward during takeoff rollthen jerk it into the air. When you hear thenose strut bottom out when you rotate thenyou know you are a plumber. Some peoplehave all sorts of excuses for over rotation.Anything from getting a clean unstick, evenwhen there is no crosswind, to fear of hit-ting a prop on the runway should a rolloccur!

150 degree maxi mum TI T fo r a i r s ta r t s :

Originally air and ground starts were madeat 200 degrees max. We were getting a lot ofhung starts in the air and found by trial anderror that the same engine would start nor-mally at 150 degrees. We asked Allison andthey had no answer. You don’t need an an-swer if it works. We asked Allison to give usa limit of 125 degrees, hoping they would notgive us 125 which we asked for, but 1.50. Darnif they didn’t give us 125 which we werestuck with for over a year. Finally they gave

us 150. No one knows why engines don’t like200 degrees for airstarts when they startwell on the ground. I don’t care, either. Itworks that way. Speaking of airstarts weoriginally placed the throttle one inch aheadof flight idle because Allison recommendedthat position. It worked very well except noteveryone had the same conception of aninch. So they made a mark on the squadronfor uniformity and called it 48 degrees. Noth-ing like getting technical with a simple fix!

345 Knots maximum for ai rstart s: 

You have to have some sort of limit for ev-erything. Allison said the engine would startat this speed. Hamilton Standard said theprop would function normally, and Lockheedsaid the tail would stay on with a prop mal-function. How can you get 345 true airspeedwith a prop feathered without diving theairplane? That would be stupid, wouldn’t it.We actually used 404 IAS for some tests ofunfeathering. Didn’t much want to, but theprofile called for it. That was before the 45degree switch was installed. You might getan NTS inop light with today’s procedures.Nobody knows why this is either. Originally,and still on the Electra, airstarts were madewith the fuel and ignition on. You merelypositioned the throttle then pulled on the

unfeather button until about 16% then re-leased it and let the speed sensing systemtake over. For a long time the airspeed forairstarts were 170 to 210 to be a limit. Loiterspeedat80,OOOpoundsis  17Oand21Oat 120,000.We encouraged starts at the higher speedfrom the beginning, so that the blade anglewould be higher should the prop malfunc-tion. It took over twenty years to get thisapproved. Time passes on, but slowly. A situ-ation such as the following could exist fol-lowing a malfunction of an engine and fol-lowed immediately by amateurism and pan-

demonium. You are at minimum altitude fortwo engine loiter and have been flying at 20knots below loiter speed. (Real Hot-Dog) Anengine fire occurs requiring shutdown. Try-ing to stay above the minimum altitude youlet the airspeed bleed off to, say 140 knots,while starting another engine. And it won’tlight off. Since you are holding out on thefeather button the blade angle will stay at 45degrees and the rpm won’t come up highenough for a lightoff. In this case releasethe button with the fuel and ignition switchon and the rpm will increase to lightoff

values. Sometimes you have to improveNATOPS procedures to save your neck. Whenyou get time read the first page and don’thot-dog yourself into such a situation tocause remedial action. NATOPS is the bestthing since indoor plumbing. About all youhave to do is use common sense. They saycommon sense can’t be taught. Yes it can.But the teacher must have some of his ownand not be selfish and wait for the student todevelop his own. That takes too long

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