takeoff, which is always the most critical portion of a flight. The takeoff and climb-out should be accomplished in  accordance with a standard takeoff and departure profile  developed for the particular make and model airplane.  [Figure 15-21] The entire runway length should be available for takeoff,  especially if the pre-calculated takeoff performance shows  the airplane to be limited by runway length or obstacles. After  taxing into position at the end of the runway, the airplane  should be aligned in the center of the runway allowing equal  distance on either side. The brakes should be held while  the thrust levers are brought to a power setting specified in  the AFM and the engines allowed to stabilize. The engine  instruments should be checked for proper operation before  the brakes are released or the power increased further. This  procedure assures symmetrical thrust during the takeoff roll  and aids in prevention of overshooting the desired takeoff  thrust setting. The brakes should then be released and, during  the start of the takeoff roll, the thrust levers smoothly advanced  to the pre-computed takeoff power setting. All final takeoff  thrust adjustments should be made prior to reaching 60 knots.  The final engine power adjustments are normally made by  the pilot not flying. Once the thrust levers are set for takeoff  15-21 Figure 15-21.  Takeoff and departure profile. Figure 15-20.  Sample captain’s briefing. Takeoff Roll Captain’s Briefing I will advance the thrust levers. Follow me through on the thrust levers. Monitor all instruments and warning lights on the takeoff roll  and call out any discrepancies or malfunctions observed prior  to V$_{1}$, and I will abort the takeoff. Stand by to arm thrust  reversers on my command. Give me a visual and oral signal for the following: • 80 knots, and I will disengage nosewheel steering. • V$_{1}$, and I will move my hand from thrust to yoke. • V$_{R}$, and I will rotate. In the event of engine failure at or after V$_{1}$, I will continue the  takeoff roll to V$_{R}$, rotate and establish V$_{2}$ climb speed. I will  identify the inoperative engine, and we will both verify. I will  accomplish the shutdown, or have you do it on my command. I will expect you to stand by on the appropriate emergency  checklist. I will give you a visual and oral signal for gear retraction and  for power settings after the takeoff. Our VFR emergency procedure is to............................. Our IFR emergency procedure is to..............................  Rollout: • V$_{2}$+20 minimum Set climb • Accelerate Retract flaps • Complete after-takeoff climb checklist Straight climbout: • V$_{2}$+10 knots Retract flaps • Set climb thrust Complete  after-takeoff  climb checklist Close-in turn maintain: • Flaps T.O. & Appr. V$_{2}$+20 knots • Minimum Maximum bank 30° • Set takeoff thrust prior  to 60 knots • 70 knots check • V$_{1}$/V$_{R}$ Rotate smoothly to 10° nose up  • Positive rate of climb Gear up Altitude selected to flap retraction (400 ft. FAA maintain) (or obstacle clearance  altitude) V$_{2}$+10 knots  mimimum Normal Takeoff