Student:___________________ Date of Completion:_______________________

Straight Climbs and Climbing Turns

Objec&ves

The student should develop knowledge of the elements related to straight and turning climbs.
The student will demonstrate the ability to perform a constant airspeed climb during straight
ight as well as in a turn. The student will learn the eects of climbs and be able to keep the
airplane coordinated throughout.

Key
Elements

1.
2.
3.

Increased Thrust
Coordina&on
Crosschecking

1.
2.
3.
4.
5.
6.
7.

Flight Controls
How the Climb Works
Type of Climbs
Integrated Flight Instruc&on
Straight Climb
Turning Climb
Overcoming Tenseness and Over Controlling

Elements

Schedule

1.
2.

Preight discussion: 0:15

In-ight demonstra&on and student
prac&ce: 0:30
3. Debrieng: 0:15

Equipment

1.
2.

White board and markers

References

IPs Ac=ons

1.
2.
3.
4.

Discuss lesson objec&ves

Present Lecture
Ask and Answer Ques&ons
Assign homework

SPs Ac=ons

1.
2.
3.

Par&cipate in discussion
Take notes
Ask and respond to ques&ons

Comple=on
Standards

The student has the ability to maintain a constant airspeed climb while maintaining
coordina&on and making any necessary adjustments. The student has the ability to no&ce
changes and properly correct for them by using outside references and crosschecking them
with the instruments.

VIII.C. Straight Climbs and Climbing Turns

Instructors Notes:
Introduc=on:
AAen=on
As simple and boring as a climb sounds, it is part of the basis for your ying future. By understanding and
having the ability to properly and eec&vely put the airplane into a straight or turning climb you will be able
to perform many future maneuvers much easier.
Overview
Review Objec&ves and Elements/Key ideas
What
In Straight and climbing turns the airplane is put into a climb a]tude in order to gain al&tude. The pitch and
airspeed of the airplane are maintained together to accomplish the climb.
Why
Climbs and Climbing Turns are part of the basis for all ying. By developing the skills necessary for basic
climbs and climbing turns the pilot will lay the groundwork for the many maneuvers to come.
How:
1. Flight Controls
A. Axis of Rota&on
i. Pitch - Lateral Axis
ii. Roll - Longitudinal Axis
iii. Yaw - Ver&cal Axis
B. Pitch
i. Controlled by the stabilator
a. Back pressure
Deects the stabilator surface up
a. Decreases the camber of the stabilator and creates a downward aerodynamic force
Causes the tail of the airplane to move down and the nose to pitch up (About the CG)
b. Forward pressure
Deects the stabilator surface down
a. Increases the camber, crea&ng more lid (less tail down force)
Causes the tail to move upward and pitches the moment down (About the CG)
C. Roll
i. Controlled by the ailerons
a. Controls to the right
Right aileron deects up decreasing the camber resul&ng in decreased lid on the right wing
Led aileron deects down increasing the camber resul&ng in increased lid on the led wing
a. The increased lid on the led wing and the decreased lid on the right wing causes the
airplane to roll to the right
b. Controls to the led are opposite
D. Yaw
i. Controlled by the rudders
a. When rudder is deected into the airow, a horizontal force is exerted in the opposite direc&on
Pushing the led pedal moves the rudder led
a. Airow is altered around the ver&cal stabilizer/rudder crea&ng a sideward lid
1. This moves the tail to the right and yaws the nose of the plane to the led
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VIII.C. Straight Climbs and Climbing Turns

b. Right does the opposite

How the Climb Works
A. When an airplane enters a climb, it changes its ightpath from level ight to an inclined climb a]tude
B. Forces of Flight
i. In a climb, weight no longer acts perpendicular to the ightpath
a. It acts in a rearward direc&on
This causes an increase in total drag requiring an increase in thrust to balance the forces
ii. An airplane can only sustain a climb angle when there is sucient thrust to oset increased drag
a. Therefore, climb is limited by the available thrust
C. Propeller Eects
i. In a climb, AS is signicantly lower and the AOA is signicantly greater than in cruise ight
a. Torque and asymmetrical loading of the prop will cause the airplane to roll and yaw to the led
Right pedal pressure is necessary to counteract this
3. Types of Climbs
A. Normal Climb (Cruise Climb)
i. Performed at an AS recommended by the airplane manufacturer
a. Usually faster than the best rate of climb but provides beier cooling, control, and visibility
ii. When we pitch for 85 or 90 knots in the PA28
B. Best Rate of Climb (VY)
i. Performed at an AS that will produce the most al&tude gain in the least amount of &me (Max FPM)
a. The AS where the most excess power is available over that required for level ight
ii. The best rate of climb made at maximum power is a maximum climb
a. Aiempts to obtain more climb performance by increasing pitch will result in a decrease in rate
C. Best Angle of Climb (VX)
i. Performed at an AS that will produce the most al&tude gain in a given distance
a. Considerably slower than VY
b. The AS where the most excess Thrust is available over that required for level ight
c. VX will result in a steeper climb path, but will take longer to reach the al&tude than at VY
Therefore VX is used in clearing obstacles ader takeo
4. Integrated Flight Instruc=on
A. ight maneuvers should be learned rst by outside visual references and then by instrument references
5. Straight Climb
A. Entry
i. Simultaneously advance the throile and apply back-elevator pressure to raise the nose to the
proper posi&on in rela&on to the horizon
a. As a climb is started, the AS will gradually diminish and addi&onal power is necessary
This reduc&on is gradual because of the ini&al momentum of the airplane
The thrust required for straight-and-level ight is not sucient for the same AS in a climb
a. More power is required because of the increased drag caused by gravity ac&ng rearward
b. As power is applied, the nose will tend to rise due to increased download on the horizontal
stabilator
This is caused by increased slipstream Be prepared for it
ii. As the pitch increases and the AS decreases, progressively more right rudder must be applied
a. This is necessary to compensate for propeller eects and to hold a constant heading
b. CE - Uncoordinated use of the ight controls
B. Maintaining
i. Ader the climb is established, back elevator pressure must be maintained to keep the pitch constant
a. Nose up elevator trim should be used to maintain pitch without holding back pressure
ii. Airspeed is controlled by pitch adjustments made with the elevator
2.

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VIII.C. Straight Climbs and Climbing Turns

a. Since the power is xed at the climb se]ng, AS must be controlled this way
iii. Crosscheck the nose in rela&on to the horizon with the ASI and AI to determine if the pitch is correct
a. If the AS is higher than desired, use the outside references and AI to raise the nose
b. If the AS is lower than desired, use the outside references and AI to lower the nose
c. CE - Failure to cross-check and correctly interpret outside and instrument references
iv. Ader climbing a]tude, power se]ng, and AS have been established re-trim the airplane
a. If further adjustments are made in pitch, power, or AS the plane must be re-trimmed
v. Maintain a constant heading with wings level
a. Use the same procedures as discussed in Straight-and-Level ight to visually maintain a heading
Wings and the horizon
Two points directly in line in front of the airplane
C. Returning to Straight-and-Level Flight
i. Ini&ate the level o at approximately 10% of the rate of climb
a. EX: if the airplane is climbing at 500 fpm, the level o would start 50 below the desired al&tude
ii. The nose should be lowered gradually
a. A loss of alt will result if the pitch is changed to level without the AS increasing propor&onately
iii. Once established in level ight, the power should be led temporarily to accelerate to cruise speed
a. When the speed reaches the desired cruise speed, the throile se]ng should be adjusted
The airplane should be re-trimmed for level ight
6. Climbing Turn

A. Things to Consider
i. Addi&onal Back Pressure Will be Necessary
a. The same pitch a]tude and AS cannot be maintained in a climbing turn as in a straight climb
This is due to the decreased ver&cal lid and airspeed during a turn
b. The airplane will have a tendency toward nose heaviness due to the decreased VCL
c. More back pressure is necessary to balance CF, the loss of ver&cal lid, and keep pitch constant
ii. Bank Angle
a. At a constant power se]ng, the airplane will climb at a slightly shallower climb angle because
some of the lid is being used to turn the airplane
b. The degree of bank should not be too steep (Use shallower turns)
The loss of ver&cal lid and increased induced drag become greater as the bank increases
iii. Adverse Yaw
a. Because of the low AS, adverse yaw will have a more prominent eect
Therefore, more rudder pressure will be necessary to keep coordinated ight
iv. CE - Coordina&on of all ight controls is very important
v. Aien&on should be diverted equally among inside and outside references
B. Entry
i. Establish a climbing turn in one of two ways
a. Establish a straight climb and then turn
b. Enter the turn and climb simultaneously
Usually more preferable because you can more eec&vely scan while establishing the climb
C. Maintaining
i. Maintain a constant bank angle and pitch a]tude
ii. To maintain a climbing turn we combine the level turns and straight climb references
a. Pitch is maintained in rela&on to the horizon as in a straight climb
Adjustments are made in rela&on to the horizon with the elevators X-check w/Instruments
b. Bank is maintained in rela&on to the angle of the cowling and the horizon
Crosscheck the references with the AI and TC to ensure the correct bank and coordina&on
Adjust the bank angle as necessary with the references crosschecking with the instruments

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VIII.C. Straight Climbs and Climbing Turns

c.

As pitch or bank are corrected, the other may need readjusted

EX: If the bank is increased pitch may also need to be increased to maintain al&tude
d. CE - Failure to cross-check and correctly interpret outside and instrument references
iii. Trim as necessary
7. Overcoming Tenseness and Over controlling
A. Use nger&p control to avoid gripping too &ghtly
B. CE - Applica&on of control movements rather than pressures
C. Demonstrate the maneuver with the students hand/feet on the controls so they can feel the pressures
i. Demonstrates comfortable control pressures and liile control movements are needed
D. Build the students condence
Common Errors:
Failure to cross-check and correctly interpret outside and instrument references
Applica&on of control movements rather than pressures
Uncoordinated use of the ight controls
Faulty a]tude and bank control
Conclusion:
Brief review of the main points
In a climb thrust must be increased because weight is ac&ng backward rela&ve to the ight path, resul&ng in an
increase in drag. To maintain the proper pitch a]tude the nose of the airplane must be held in the same place
rela&ve to the horizon, adjustments are made by crosschecking the AI as well as Al&meter and VSI. During a
climbing turn, due to the decreased ver&cal component of lid, the climb rate will be lower than in a straight
climb. It is very important to keep any climb coordinated through the use of rudder.
PTS Requirements:
To determine that the applicant:
1. Exhibits instruc&onal knowledge of the elements of straight climbs and climbing turns by describing:
a. eect and use of ight controls.
b. the Integrated Flight Instruc&on method.
c. outside and instrument references used for pitch, bank, yaw, and power control; the crosscheck
and interpreta&on of those references; and the control technique used.
d. trim technique.
e. methods that can be used to overcome tenseness and over controlling.
2. Exhibits instruc&onal knowledge of common errors related to straight climbs and climbing turns by
describing:
a. failure to cross-check and correctly interpret outside and instrument references.
b. applica&on of control movements rather than pressures.
c. Improper correc&on for torque eect.
d. faulty trim technique.
3. Demonstrates and simultaneously explains straight climbs and climbing turns from an instruc&onal
standpoint.
4. Analyzes and corrects simulated common errors related to straight climbs and climbing turns.

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