530cab187a138499eb013ab1b4cbc228b497590e37c1d2b5337fafe43cdebca1 Section "IFR Departure Brief" item count differs between passes (36 vs 65); verify nothing was dropped.

We will be flying the [NAME] instrument departure from Runway ___. This runway is ____ feet long [NOTE ANY INTERSECTION TAKEOFF and DISTANCE REMAINING and ANY DEPARTURE OBSTACLES]. The runway heading of ___ deg. is bugged on the heading indicator. After departure we will climb to ___ feet MSL before making a [Left/Right] turn to ____ deg. and continuing to climb to _______ MSL. The GPS course is pointing to [Location] and the VOR indicator is slaved to NAV-1, set to ____ MHz [Station Name], and identified. The next VOR frequency is ______ MHz and that’s set in the backup for NAV-1. [Brief the full procedure of the SID and note any obstacle climb and climb-rate limits.] The OBS Course selector is set to [GPS/VOR] and the autopilot is tested and set to standby. The altitude bug is set to _____ MSL and the VSI select is set to ____ FPM. I can select the autopilot at any altitude above _____ MSL [400 AGL], and on this departure I would select [HDG/NAV] mode and VSI/ALT mode. Pitot heat should be [ON/OFF] before takeoff and deice should be [ON/OFF] after takeoff. Our takeoff power should read ___% and our takeoff fuel flow should read ____ GPH. Our rotation speed will be 75 KIAS, best angle of climb speed is 86 KIAS and best rate of climb will be 106 KIAS. Engine-out glide speed flaps up is 106 KIAS, flaps down is 96 KIAS. On the takeoff roll the airspeed calls are off-the-peg, 40 KIAS (with power check and a check of the MFD instruments), 60 KIAS (with a check of the analog instruments) and 70 KIAS (with a check of the annunciator panel). Below 60 KIAS we will abort for: any annunciator light, any unusual noise, vibration or movement, a power indication below 85%, or any redlined instrument other than a momentary prop overspeed or a momentary abnormal indication on one EGT or CHT tape. At or above 60 KIAS we will abort for: drop or loss in oil pressure or fuel flow, a significant drop in manifold pressure or RPM, multiple red EGT or CHT tapes, or any aural warning or red annunciator light other than a single BUS OFF indication. Above 70 KIAS we will take any problem flying other than a complete loss of power or the airplane fails to rotate. Once we’re flying we will raise the flaps at 95 KIAS, reduce climb RPM to 2500 (unless above 3000 MSL density altitude), select “NORMALIZE” on the engine computer, and select the map page. We’ll climb out at an airspeed of 125-130 KIAS [and will turn on the prop deice and airframe deice]. If we lose the engine below ____ MSL on the barometric altimeter (which equates to 1000 AGL) we’ll establish our best glide speed of 106 KIAS, which may require that I drop the nose, center the ball, and turn no more than 30 degrees left or right toward the best possible landing site. I’ll pull the mixture, prop and throttle levers full aft, turn the fuel selector to the center (off) position, put the flaps full down as appropriate, make a radio call if there’s time, and then turn off both master switches. If we lose the engine above ______ MSL on the barometric altimeter (which equates to 1000 AGL), we’ll establish a best-glide speed of 106 KIAS, turn toward a suitable landing site, and then attempt a restart by: select the other fuel tank, set the mixture to full rich, set the throttle to 50%, and set the boost pump switch to ARM. Checks are complete down to the line. Are the passengers ready to go?