Landing Gear - Retracted
- Stabilizing effect (Keel effect) is eliminated

Center of Gravity - Most favorable - Aft and away
- Operative engine thrust moment maximized
- Rudder control moment maximized

Weight - Most unfavorable - Light (Displacement)
- Newton's Second Law (Force = Mass * Acceleration)
and less weight = smaller weight component to counter yaw

Bank - Not to exceed 5 degrees
- Component of weight acts against yaw
and sideslip created increases rudder effectiveness
- Vmc decreases at about 3 knots per degree of bank

Flaps - Takeoff Position
- Stabilizing effect of drag (keel effect) (more difficult to displace)

Altitude - Standard Sea Level Density Altitude (more hp = more thrust)
- Not expressed but implied by "most critical" mode of failure
- Engine output decreases with altitude
- Decreased in output = decrease in thrust to drag ratio

Takeoff Power - On Each Engine
- Maximizes thrust to drag ratio

Configuration - Takeoff (makes little difference)
- Trim - so no advantage can be gained by "pre-trimming"
- Cowl flaps - no longer mentioned but previously set takeoff

Out of Ground Effect (total drag increases)
- Out of ground effect aircraft requires more angle of attack
- Greater angle of attack = Greater P-factor
- Greater P-factor moves center of thrust away from CG

Propeller - Recommended Takeoff Setting (wind/feather)
- If autofeather equipped it would be activated
- If not autofeather equipped - wind milling

Standardization
- Not to exceed 1.2 Vs1 (68.4 in PA44)
- Maximum 20 heading loss
- Maximum 150 lbs. rudder pressure