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procedures chapter of this handbook. For example, from
liftoff to 200 feet it is a good practice to keep a low pitch
angle to anticipate an engine failure; above 200 feet, VY can
be used as a climb speed. [Figures 7-4 and 7-5]
After liftoff and throughout the climb, the engine instruments
should be checked for proper cooling and oil pressure (if so
equipped) since this is the critical time when temperature
rises and should stabilize within the manufacturer’s
specifi cations.
The manufacturer’s recommended takeoff power should 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
the time during takeoff. This provides the pilot the greatest
altitude from which the aircraft can be safely maneuvered in
case of an engine failure or other emergency.
7-5
Figure 7-4. Initial takeoff grass strip with control bar pulled in
slightly for a higher speed after liftoff in case of engine failure.
Figure 7-5. Best climb speed control bar position for this WSC is
shown after initial climb where there is sufficient altitude for easy
recovery in case of engine failure.
Figure 7-6. Pilots view showing WSC centered in the middle of the
runway during initial climb.
Since the power on the initial climb is fi xed at the takeoff
power setting, the airspeed must be controlled by making
slight pitch adjustments using the control bar. However, the
pilot should not fi xate on the airspeed indicator when making
these pitch changes, but continue to scan outside to adjust the
attitude in relation to the horizon and the feel of the aircraft.
The WSC aircraft can be fl own by using bar position and the
feel of the air to determine proper airspeed; it is not necessary
to look at the airspeed indicator to determine exact airspeed.
In accordance with the principles of fl ying a WSC aircraft,
the pilot should fi rst make the necessary pitch change with
reference to the bar position, and then glance at the airspeed
indicator as a check to see if the new speed is correct.
After the recommended climb airspeed has been established
and a safe maneuvering altitude has been reached, the power
should be adjusted to the recommended climb setting (if
different) and the WSC aircraft trimmed (if so equipped) 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 the path of another aircraft that may be taking
off from a parallel runway. Proper scanning techniques are
essential to a safe takeoff and climb, not only for maintaining
attitude and direction, but also for collision avoidance in the
airport area. [Figure 7-6]
When the student pilot nears the solo stage of fl ight training,
it should be explained that the aircraft’s takeoff performance
is much different when the instructor is out of the aircraft.
Due to decreased load, the WSC aircraft becomes airborne
sooner and climbs more rapidly. The pitch attitude that the
student has learned to associate with initial climb differs
signifi cantly due to decreased weight. This can be a dramatic
effect since a 250 pound instructor could reduce the total
weight of the WSC aircraft by 30 percent. This gives the
student the sensation of lying on his or her back during initial
takeoff and the reaction is to let off the throttle with serious
consequences if the student is using the foot throttle. It must
be emphasized by the instructor that the student will seem
to be rotated and going straight up, but not to let up on the
throttle. The reaction of the student is to pull in the control
bar to lower the high pitch attitude. This is where the cruise
throttle should be used to eliminate this common problem.
The increase in performance is signifi cant when the student
fi rst solos in the same aircraft, which must be explained
and understood. If the situation is unexpected, it may result
in increased tension that may remain throughout the fl ight.
Frequently, the existence of this tension and the uncertainty
that develops due to the perception of an “abnormal” takeoff
results in poor performance on the subsequent landing.
7-6
Common errors in the performance of normal takeoffs and
departure climbs are:
• Failure to adequately clear the area prior to taxiing
into position on the active runway.
• Abrupt use of the throttle.
• Letting off the foot throttle after takeoff.
　
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