Take-off distance (feet) Density altitude (feet) EXTRAPOLATION OF CHART ABOVE 7000 FEET IS INVALID Ground run O v e r 5 0 f e t o b s t a c l e 2000 lb gross weight 2200 Take-off Distance vs. Density Altitude 7000 6000 5000 4000 3000 2000 1000 0 16000 14000 12000 10000 8000 6000 4000 2000 0 500 1000 1500 2000 2500 3000 3500 4000 0 100 200 300 400 500 600 700 800 900 1000 Rate of climb (feet per minute) Density altitude (feet) Rate of Climb vs. Density Altitude Figure 5-2.  Performance chart examples. propeller performance, increase takeoff rolls and decrease  climb performance. A more detailed discussion of density  altitude and how it affects airplane performance can be  found in the Pilot’s Handbook of Aeronautical Knowledge  (FAA-H-8083-25, as revised). A normal takeoff is one in which the airplane is headed into  the wind; there are times that a takeoff with a tail wind is  necessary. However, the pilot must consult the POH/AFM  to ensure the aircraft is approved for a takeoff with a tail  wind and that there is sufficient performance and runway  length for the takeoff. Also, the takeoff surfaces are firm  and of sufficient length to permit the airplane to gradually  accelerate to normal lift-off and climb-out speed, and there  are no obstructions along the takeoff path. All run up and pre-takeoff checklist items should be  completed before taxiing onto the runway or takeoff area.  As a minimum before every takeoff, all engine instruments  should be checked for proper and usual indications, and  all controls should be checked for full, free, and correct  movement. In addition, the pilot must make certain that the  approach and takeoff paths are clear of other aircraft. At  nontowered airports, pilots should announce their intentions  on the common traffic advisory frequency (CTAF) assigned  to that airport. When operating from a towered airport,  pilots must contact the tower operator and receive a takeoff  clearance before taxiing onto the active runway. There are two reasons for making a takeoff as nearly into  the wind as possible. First, since the airplane depends on  airspeed, a headwind provides some of that airspeed even  before the airplane begins to accelerate into the wind. Second,  a headwind decreases the ground speed necessary to achieve  flying speed. Slower ground speeds yield shorter ground roll  distances and allow use of shorter runways while reducing  wear and stress on the landing gear.  It is not recommended to take off immediately behind another  aircraft, particularly large, heavily loaded transport airplanes,  because of the wake turbulence that is generated. If an  immediate takeoff is necessary, plan to minimize the chances  of flying through an aircraft’s wake turbulence by avoiding  the other aircraft’s flightpath or rotate prior to the point at  which the preceding aircraft rotated. While taxiing onto the  runway, select ground reference points that are aligned with  the runway direction to aid in maintaining directional control  and alignment with the runway center line during the climb  out. These may be runway centerline markings, runway  lighting, distant trees, towers, buildings, or mountain peaks. 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. This is most apparent in high horsepower engines.  As the airplane starts to roll forward, assure both feet are on  5-3 Takeoff Roll Normal Takeoff