Task IV.A
Normal Takeoff and Climb
To determine the applicant exhibits satisfactory knowledge, risk management, and skills associated with normal takeoff, climb operations, and rejected takeoff procedures.
Note: If a crosswind condition does not exist, the applicant’s knowledge of crosswind elements must be evaluated through oral testing.
References: AIM; FAA-H-8083-2, FAA-H-8083-3, FAA-H-8083-23, FAA-H-8083-25; POH/AFM
Quick Review
Climb at Vy +10/−5 kt. Know your numbers before the roll: rotation speed, Vy, and abort criteria.
Tolerances per FAA-S-ACS-6C (ASEL).
Study Notes
- Verify the runway matches the wind and my briefing; note surface, obstructions, and traffic on final.
- Line up on centerline, controls set for the wind, heels on the floor, no brakes.
- Throttle smoothly to full, verify engine instruments green and airspeed alive, right rudder to hold centerline.
- At the recommended rotation speed, smoothly raise the nose to the climb attitude and let the airplane fly off; no yanking it airborne.
- Establish and hold Vy +10/−5 knots (ACS PA.IV.A), trimming off the pressure.
- Maintain the extended centerline with wind-drift correction, and retract flaps (if used) per the POH once a positive rate is established at a safe altitude.
Spoken out loud before every takeoff, so the decision is pre-made:
- On the roll: any engine anomaly, no airspeed alive, abnormal noise or acceleration, a door or window popping open. Throttle idle, brake straight ahead.
- After liftoff with runway remaining: land back on it.
- Engine failure after takeoff, low altitude: lower the nose immediately and land ahead within roughly 30° either side, and no turn-back below my briefed altitude.
The brief also names the rotation speed and climb speed, so nobody is deriving numbers mid-roll (AFH ch 5).
Four left-turning tendencies, all strongest at high power and low airspeed, exactly the takeoff condition:
- Torque: the engine rolls the airplane opposite the propeller
- P-factor: the descending blade takes a bigger bite at high angles of attack
- Spiraling slipstream: the prop wash corkscrews back and pushes the tail right
- Gyroscopic precession: mainly a tailwheel-liftoff effect, minor in a tricycle
The fix is right rudder, applied as needed to hold centerline and coordination, not a fixed amount but pressure that grows with power and pitch (PHAK ch 5).
Start of the roll: full aileron into the wind; the upwind wing is ready to lift first, and the deflection stops it. As speed builds and the controls come alive, reduce the aileron to just enough to keep the wings level.
Rotation: slightly faster and more positive, so the airplane lifts off cleanly rather than skipping sideways on and off the runway.
After liftoff: let the airplane crab into the wind to track the extended centerline, with no slipping through the climb (AFH ch 5).
A good rotation is a smooth pitch change to the climb attitude at the recommended speed, then patience while the airplane flies itself off.
- Rotating early or yanking: the airplane mushes off behind the power curve in ground effect, or settles back on; worst with a high density altitude.
- Over-rotating: drags the tail toward the pavement and pins the airplane at high drag.
- Holding it on past rotation speed: wheelbarrowing on the nosewheel and side-loading in any crosswind.
- Chasing the attitude: pick the sight picture, set it, and hold it while the speed builds toward Vy.
- Pitch for Vy, +10/−5, and trim so the airplane holds it hands-light.
- Track the extended centerline: crab into any wind; drifting downwind of the runway is the giveaway that nobody's correcting.
- Flaps up per the POH once a positive rate is established at a safe altitude.
- Scan and listen: engine instruments green, traffic ahead and at the departure end.
- No turns below the traffic-pattern departure procedure: climb to the appropriate altitude before turning on course or crosswind, and keep the departure path clear of the runway's upwind leg.
Official ACS elementsreference
Knowledge3 elements
The applicant demonstrates understanding of:
PA.IV.A.K1Effects of atmospheric conditions, including wind, on takeoff and climb performance.PA.IV.A.K2Best angle of climb speed (VX) and best rate of climb speed (VY).PA.IV.A.K3Appropriate airplane configuration.
Risk Management14 elements
The applicant is able to identify, assess, and mitigate risk associated with:
PA.IV.A.R1Selection of runway or takeoff path based on aircraft performance and limitations, available distance, and wind.PA.IV.A.R2Effects of:PA.IV.A.R2aa. CrosswindPA.IV.A.R2bb. WindshearPA.IV.A.R2cc. TailwindPA.IV.A.R2dd. Wake turbulencePA.IV.A.R2ee. Takeoff surface/conditionPA.IV.A.R3Abnormal operations, including planning for:PA.IV.A.R3aa. Rejected takeoffPA.IV.A.R3bb. Potential engine failure in takeoff/climb phase of flightPA.IV.A.R4Collision hazards.PA.IV.A.R5Low altitude maneuvering, including stall, spin, or controlled flight into terrain (CFIT).PA.IV.A.R6Distractions, task prioritization, loss of situational awareness, or disorientation.PA.IV.A.R7Runway incursion.
Skills17 elements
The applicant exhibits the skill to:
PA.IV.A.S1Complete the appropriate checklist(s).PA.IV.A.S2Make radio calls as appropriate.PA.IV.A.S3Verify assigned/correct runway or takeoff path.PA.IV.A.S4Determine wind direction with or without visible wind direction indicators.PA.IV.A.S5Position the flight controls for the existing wind, if applicable.PA.IV.A.S6Clear the area, taxi into takeoff position, and align the airplane on the runway centerline (ASEL, AMEL) or takeoff path (ASES, AMES).PA.IV.A.S6aa. Retract the water rudders, as appropriate (ASES, AMES)PA.IV.A.S7Advance the throttle smoothly to takeoff power and confirm proper engine and flight instrument indications prior to rotation.PA.IV.A.S7aa. Establish and maintain the most efficient planing/lift-off attitude, and correct for porpoising or skipping (ASES, AMES)PA.IV.A.S8Avoid excessive water spray on the propeller(s) (ASES, AMES).PA.IV.A.S9Rotate and lift off at the recommended airspeed and accelerate to VY.PA.IV.A.S10[Archived]PA.IV.A.S11Establish a pitch attitude to maintain the manufacturer’s recommended speed or VY, +10/-5 knots.PA.IV.A.S12Configure the airplane in accordance with manufacturer’s guidance.PA.IV.A.S13Maintain VY +10/-5 knots to a safe maneuvering altitude.PA.IV.A.S14Maintain directional control and proper wind-drift correction throughout takeoff and climb.PA.IV.A.S15Comply with noise abatement procedures, as applicable.