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Upon lift-off,
the airplane should be flying at approximately
the pitch attitude that allows it to accelerate
to VY. This is the speed at which the airplane
gains the most altitude in the shortest period
of time.
If the airplane has been properly trimmed, some
back-elevator pressure may be required to hold
this attitude until the proper climb speed is
established. Relaxation of any back-elevator
pressure before this time may result in the
airplane settling, even to the extent that it
contacts the runway.
The airplane’s speed will increase rapidly
after it becomes airborne. Once a positive rate
of climb is established, the pilot should retract
the flaps and landing gear (if equipped). It
is recommended that takeoff power be maintained
until reaching an altitude of at least 500 feet
above the surrounding terrain or obstacles.
The combination of VY and takeoff power assures
the maximum altitude gained in a minimum amount
of time. This gives the pilot more altitude
from which the airplane can be safely maneuvered
in case of an engine failure or other emergency.
A pilot should also consider flying at Vy versus
a lower pitch for a cruise climb requires much
quicker pilot response in the event of a powerplant
failure to preclude a stall.
Since the power on the initial climb is set
at the takeoff power setting, the airspeed must
be controlled by making slight pitch adjustments
using the elevators. However, the pilot should
not fixate on the airspeed indicator when making
these pitch changes, but should continue to
scan outside to adjust the airplane’s attitude
in relation to the horizon. In accordance with
the principles of attitude flying, the pilot
should first make the necessary pitch change
with reference to the natural horizon and hold
the new attitude momentarily, and then glance
at the airspeed indicator to verify if the new
attitude is correct. Due to inertia, the airplane
will not accelerate or decelerate immediately
as the pitch is changed. It takes a little time
for the airspeed to change. If the pitch attitude
has been over or under corrected, the airspeed
indicator will show a speed that is higher or
lower than that desired. When this occurs, the
cross-checking and appropriate pitch-changing
process must be repeated until the desired climbing
attitude is established. Pilots must remember
the climb pitch will be lower when the airplane
is heavily loaded, or power is limited by density
altitude.
When the correct pitch attitude has been attained,
the pilot should hold it constant while cross-checking
it against the horizon and other outside visual
references. The airspeed indicator should be
used only as a check to determine if the attitude
is correct.
After the recommended climb airspeed has been
established and a safe maneuvering altitude
has been reached, the pilot should adjust the
power to the recommended climb setting and trim
the airplane to relieve the control pressures.
This makes it easier to hold a constant attitude
and airspeed.
During initial climb, it is important that the
takeoff path remain aligned with the runway
to avoid drifting into obstructions or into
the path of another aircraft that may be taking
off from a parallel runway. A flight instructor
should help the student identify two points
inline ahead of the runway to use as a tracking
reference. As long as those two points are inline,
the airplane is remaining on the desired track.
Proper scanning techniques are essential to
a safe takeoff and climb, not only for maintaining
attitude and direction, but also for avoiding
collisions near the airport.
When the student pilot nears the solo stage
of flight training, it should be explained that
the airplane’s takeoff performance will
be much different when the instructor is not
in the airplane. Due to decreased load, the
airplane will become airborne earlier and climb
more rapidly. The pitch attitude that the student
has learned to associate with initial climb
may also differ due to decreased weight, and
the flight controls may seem more sensitive.
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