Climbing

Forces in the Climb

In a steady climb, the four forces acting on the airplane are no longer in simple horizontal and vertical equilibrium as they are in level flight. When the flight path is inclined upward, a component of the airplane's weight acts rearward along the flight path — effectively adding to drag.

This means that in a climb, thrust must overcome both drag and the rearward component of weight acting along the climb path. The steeper the climb angle, the larger this weight component becomes, and the more thrust (and therefore power) is required to maintain airspeed.

Best Rate of Climb Airspeed (V_y)

V_y is the airspeed that delivers the maximum excess power — the greatest difference between power available and power required. Flying at V_y gives you the maximum height gain in a given amount of time.

V_y is used for normal climb operations when there are no obstacles to clear and you want to reach your cruising altitude efficiently. It provides a good balance between climb rate and forward visibility over the nose.

Best Angle of Climb Airspeed (V_x)

V_x is the airspeed that provides the maximum excess thrust over drag — or equivalently, the steepest climb angle and the greatest height gain per unit of horizontal distance traveled.

V_x is slower than V_y. You use it when you need to clear an obstacle after takeoff — for example, trees, buildings, or rising terrain close to the departure end of the runway. Because the airspeed is lower, the nose attitude is higher, and forward visibility is reduced.

Cruise Climb

A cruise climb is performed at an airspeed higher than V_y. While the rate of climb is reduced compared to a V_y climb, the cruise climb offers several practical advantages:

• Better forward visibility over the nose
• Improved engine cooling from greater airflow
• More comfortable for passengers
• Greater ground speed, covering more distance during the climb

Cruise climb is commonly used for cross-country flight when terrain and traffic permit a more relaxed climb profile.

Effect of Flap

Extending flaps increases both lift and drag. In a climb, the extra drag is the dominant effect — it reduces the excess power available, which in turn reduces the rate of climb.

However, a small amount of initial flap (typically the first notch) can actually improve the climb gradient at low speeds. This is because flap increases the wing's coefficient of lift, allowing the airplane to fly at a slower speed while maintaining a steeper flight path angle. This is useful for short-field takeoffs where obstacle clearance is the priority.

Effect of Altitude

As altitude increases, air density decreases. A normally aspirated (non-turbocharged) engine produces less power in thinner air because each intake stroke draws in fewer air molecules for combustion.

At the same time, the airplane requires a higher true airspeed to generate the same lift, which increases drag. The net result is a progressive reduction in excess power — and therefore climb performance — as you ascend.

Service Ceiling

The altitude at which the maximum rate of climb drops to 100 feet per minute. Above this altitude, climbing becomes impractical for normal operations.

Absolute Ceiling

The altitude at which the rate of climb drops to zero. The airplane can neither climb nor maintain altitude above this point.

Effect of Weight

Increased weight degrades climb performance in two ways:

• The rearward component of weight along the flight path is larger, requiring more thrust to overcome.
• The airplane must fly at a higher airspeed to generate sufficient lift, which increases the power required for level flight and reduces excess power.

A heavier airplane will have a lower rate of climb, a shallower climb angle, and will require a slightly faster V_y and V_x airspeed. This is particularly important for takeoff performance calculations on hot days at high-altitude airports.

Effect of Wind

Wind affects the airplane's climb gradient over the ground but does not change the rate of climb (vertical speed).

• Headwind: Improves the climb gradient over the ground — you gain more altitude per unit of ground distance traveled. This is beneficial for obstacle clearance.
• Tailwind: Worsens the climb gradient over the ground — you cover more ground distance for the same altitude gain. This makes obstacle clearance more difficult.

Remember: the rate of climb shown on the vertical speed indicator is the same regardless of wind, because the airplane climbs through the air mass. Wind only changes your track over the ground.

Engine Considerations

During a climb, the engine is working harder than in cruise flight — typically at or near full power. At the same time, the lower airspeed means reduced cooling airflow over the engine. This combination demands careful monitoring:

• Oil temperature and pressure: Monitor for normal ranges. High oil temps can indicate inadequate cooling.
• Cylinder head temperature (CHT): Keep within limits. If CHT climbs too high, increase airspeed or reduce power.
• Mixture: At higher altitudes, the mixture may need to be leaned for best power and to prevent spark plug fouling.
• Carburetor heat: Typically not used during full-power climb as it reduces power output and the high engine heat naturally prevents carburetor icing.

Purpose

To climb at a specified airspeed, in various configurations, and to level off at a specified altitude.

Airmanship

Good airmanship during the climb requires constant vigilance and awareness of several factors:

• Lookout: The nose-high attitude in a climb restricts forward visibility. Weave the nose gently left and right every 500 feet of altitude gain, or dip the nose periodically, to check for traffic ahead and above.
• Engine monitoring: Keep a regular scan of engine temperatures and pressures. The combination of high power and reduced cooling airflow makes the climb a demanding phase for the engine.
• V_FE awareness: If any flap is extended, be aware of the maximum flap extended speed and ensure you do not exceed it during the climb or subsequent acceleration.
• Altimeter awareness: Monitor your altitude continuously so you can begin the level-off procedure at the correct anticipation point.

Entering the Climb

The transition from level flight to a climb follows the Power-Attitude-Trim sequence:

1. POWER: Smoothly apply full power (or the recommended climb power setting). Check the engine instruments respond normally.
2. ATTITUDE: Simultaneously raise the nose to the climb attitude. Use the horizon as your primary pitch reference — the attitude that gives you the target climb airspeed (V_y for a normal climb).
3. TRIM: Once the airspeed has stabilized at the target value, trim away the control pressure. This reduces your workload and allows you to hold the climb attitude with minimal effort.

As power is applied, the airplane will yaw to the left due to engine torque effects. Apply right rudder pressure to maintain coordinated flight — check the ball remains centered.

Maintaining the Climb

Once established in the climb, your priorities are:

• Airspeed control via attitude: If the airspeed is too high, raise the nose slightly. If too low, lower it. Small corrections are key.
• Wings level: Use the attitude indicator and external references to keep wings level. Any bank reduces the vertical component of lift and degrades climb performance.
• Balanced flight: Keep the ball centered with rudder pressure. Uncoordinated flight creates additional drag and reduces climb efficiency.
• Engine monitoring: Regularly scan CHT, oil temperature, and oil pressure. If temperatures approach limits, consider transitioning to a cruise climb for better cooling.
• Altimeter scan: Include the altimeter in your scan to know when to begin the level-off.

Leveling Off

The transition from a climb to level flight follows the Attitude-Power-Trim sequence. Begin the level-off by anticipating your target altitude:

1. ATTITUDE: Smoothly lower the nose to the level flight attitude as you approach the target altitude.
2. POWER: As the airspeed accelerates toward cruise speed, reduce power to the cruise setting.
3. TRIM: Once airspeed and altitude have stabilized, trim to relieve any control pressure.

Allow the airplane to accelerate in level flight before reducing power. This technique ensures a smooth transition and avoids altitude go-around.

Effect of Flap

Climbing with flap extended (for example, after a short-field takeoff) results in:

• A lower rate of climb due to increased drag
• A lower nose attitude for the same airspeed (more lift at a given angle of attack)
• A need to retract flaps incrementally once at a safe altitude and airspeed, following the POH procedure

When retracting flaps during the climb, do so in stages. Each stage of flap retraction will momentarily reduce lift, so anticipate a slight sink and compensate with a small pitch increase.

Best Angle of Climb (V_x)

When obstacle clearance is required — such as departing a short field with trees at the far end — fly at V_x to achieve the steepest climb path:

• The airspeed is slower than V_y, requiring more precise attitude control
• The nose attitude is higher, further reducing forward visibility
• Stall margin is reduced — maintain airspeed vigilantly
• Engine cooling is reduced — transition to V_y as soon as obstacles are cleared

Cruise Climb

The cruise climb uses an airspeed higher than V_y — typically near cruise airspeed with climb power set. The technique is straightforward:

• Nose attitude is only slightly higher than level flight — providing excellent forward visibility
• Cruise airspeed (or near it) is maintained, giving better engine cooling
• Rate of climb is reduced, but the relaxed pitch attitude makes for a comfortable, sustainable climb
• Ground speed is higher, making this technique ideal for cross-country flights where obstacle clearance is not a concern

Use the cruise climb when traffic, terrain, and ATC permit a more gradual ascent to your cruising altitude.

What You Have Learned

You can now safely establish a climb at a given airspeed and level off accurately at a specified altitude. Your airspeed control is improving, and you are learning to use trim effectively — reducing your workload and allowing you to focus on lookout and navigation.

You understand the factors that affect climb performance:

• How excess power determines rate of climb
• The effect of weight, altitude, and temperature on available power
• How wind affects your climb gradient over the ground without changing your rate of climb
• Why flap configuration matters — and when a small amount of flap can actually help

Key Techniques

You should be comfortable with three distinct climb profiles and know when to use each:

Climb Type	Airspeed	When to Use
Best Angle (Vx)	Slowest	Obstacle clearance after takeoff
Best Rate (Vy)	Moderate	Normal climb — maximum altitude gain per minute
Cruise Climb	Fastest	Cross-country, better visibility and engine cooling

Sequences to Remember

Entering the Climb

Power — Attitude — Trim (P-A-T)

Leveling Off

Attitude — Power — Trim (A-P-T)

Looking Ahead

In the next lesson — Straight and Level — you will refine your ability to maintain a constant altitude and heading, building on the attitude and trim skills you have developed during the climbing exercise. Accurate straight and level flight is the foundation upon which all other maneuvers are built.

Preflight Discussion

• Situational Awareness
• Visual scanning and collision avoidance precautions
• Collision Avoidance Precautions
• Approach Planning & Altimeter Setting
• Entry Maintaining Leveling Off From a Climb & Descent

Aviator.NYC Lesson Plan

Briefing Topics

• Aircraft systems: electrical, engine, fuel, flight controls
• Performance charts
• ForeFlight features
• IACRA Student Pilot Certificate

Simulator Session

1. Systems Brief — engine, magnetos, avionics, fuel selector
2. Checklist Review — before-start, run-up, takeoff flow
3. Performance Takeoffs — heavy and short-field conditions
4. Climb and Turn — Vy, pitch control
5. Return to Airport with radio calls

Debrief

Review performance strategy and begin IACRA application.

Milestone

Apply for Student Pilot Certificate via IACRA.

Pilot Preparation

• Complete IACRA application and obtain FTN
• Watch Sporty's instrument videos
• Read AFH Chapter 6

Skill Items

Skill	D P 1 2 3 4 5 6
Use of Checklists
Preflight Inspection
Engine Starting
Radio Communications
Taxiing Crosswind & Taxi Checks
Before Takeoff Check
Normal Takeoff and Climbs
Entry, Maintaining, Leveling Off from A Climb
Revise Effects of Primary Controls
Revise Attitude Selection & Maintenance
Straight & Level Flight
Use Of Trim
Coordinated Return to Straight & Level
Entry, Maintaining, Leveling Off from a Descent
Descent & Approach Planning
Normal Landing
After Landing Parking and Securing

Date

Aircraft

Student

Instructor

Remarks

Radio Communication Scenarios

Practice VFR radio calls for this lesson. Listen to the scenario, then formulate your response.

1 Ready for Takeoff KMFD

AirportMansfield Lahm Municipal (KMFD)

PositionRun-up area, RWY 14

FrequencyTower 118.9

AirspaceClass D (Towered)

You are in N106ST, stopped in the run-up area adjacent to Runway 14 at Mansfield Lahm Municipal. You've finished your pre-takeoff checklist and are ready to depart. Contact the tower.

Your Turn

Request takeoff from the tower. Include: tower name, your callsign, your position (holding short or in run-up), and "ready for departure" with direction of flight if applicable.

• You (Pilot)"Mansfield Tower, november-one-zero-six-sierra-tango, holding short runway one-four, ready for departure to the northwest."
• Mansfield Tower"november-one-zero-six-sierra-tango, runway one-four, cleared for takeoff. Left turn approved."
• You (Pilot)"Cleared for takeoff runway one-four, left turn approved, six-sierra-tango."

2 Departure Frequency Handoff KDAB

AirportDaytona Beach International (KDAB)

PositionDeparting, 1,200 ft climbing

FrequencyTower 120.7 → Departure 125.8

AirspaceClass C

You have just taken off from Daytona Beach International in N106ST and are about to leave the tower controller's area. Your clearance was to fly heading 280, climb and maintain 2,500 feet, expect 4,500 within 10 minutes. Departure frequency is 125.8, squawk 5112. Wait for tower's handoff instruction, then check in with departure.

Your Turn

After the tower hands you off, check in on the departure frequency. Include: facility name, your callsign, and your current altitude.

• ATC (Tower)"november-one-zero-six-sierra-tango, contact Daytona Departure one-two-five point eight."
• You (Pilot)"One-two-five point eight, six-sierra-tango."
• You (on Departure)"Daytona Departure, november-one-zero-six-sierra-tango, one thousand two hundred climbing two thousand five hundred."
• Daytona Departure"november-one-zero-six-sierra-tango, Daytona Departure, radar contact. Climb and maintain four thousand five hundred."
• You (Pilot)"Climb and maintain four thousand five hundred, six-sierra-tango."