Lesson Overview

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 flight as well as in a turn. The student will learn the effects of climbs and be able to keep the airplane coordinated throughout.

References : Airplane Flying Handbook (FAA-H-8083-3C, page(s) 3-16)

Key Elements

  1. Increased Thrust

  2. Coordination

  3. Crosschecking
Elements

  1. Flight Controls

  2. How Turning Works

  3. Integrated Flight Method

  4. Level Turning

  5. Trim Procedure

  6. Overcoming Tenseness and Over-Controlling
Schedule

  1. Discuss Objectives

  2. Review material

  3. Development

  4. Conclusion
Equipment

  1. White board and markers

  2. References
IP Actions

  1. Discuss lesson objectives

  2. Present Lecture

  3. Ask and Answer Questions

  4. Assign homework
SP Actions

  1. Participate in discussion

  2. Take notes

  3. Ask and respond to questions
Completion Standards

The student has the ability to maintain a constant airspeed climb while maintaining coordination and making any necessary adjustments. The student has the ability to notice changes and properly correct for them by using outside references and crosschecking them with the instruments.

Instructor Notes

Attention

As simple and boring as a climb sounds, it is part of the basis for your flying future. By understanding and having the ability to properly and effectively put the airplane into a straight or turning climb you will be able to perform many future maneuvers much easier.
Overview

Review Objectives and Elements/Key ideas
What

In straight and climbing turns the airplane is put into a climb attitude in order to gain altitude. 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 flying. By developing the skills necessary for basic climbs and climbing turns the pilot will lay the groundwork for many future maneuvers.

Lesson Details

The first thing to understand are the controls which are involved in straight climbs and climbing turns. As is the case with virtually all basic maneuvers all of the primary flight controls are involved, and there is rotation around the three axis (pitch, roll, and yaw).

Pitch is controlled by the elevators, and forward and back pressure on the elevator control is what causes pitch changes. Back pressure deflects the trailing edge of the elevator up decreasing the camber of the horizontal control surface thus creating a downward force. Forward pressure does exactly the opposite.

Roll is controlled by the ailerons, and right/left pressure on the aileron control is what causes roll changes. When the right aileron deflects up the decreasing camber results in decreased lift on the right wing, and the left aileron deflecting down increases the camber resulting in increased lift. This causes a roll to the right. Moving the aileron control to the left does exactly the opposite.

Yaw is controlled by the rudder. When the rudder is deflected into the airflow a horizontal force is exerted in the opposite direction.

How the Climb Works

The following section hews to the FAA dogma regarding how the aerodynamics of climbs works. I disagree with some (much) of the language used and will be re-working this once I am past my checkride. This comment should not be visible in any version being presented to a Designated Examiner!

In a climb weight no longer acts perpendicular to the flight path, and extra lift will need to be generated to overcome the weight or gravity. This requirement to produce more lift will necessitate either a lower airspeed or more power to allow the aircraft to climb.

There are various types of climb, normal climb, best rate of climb (Vy), and best angle of climb (Vx.). The normal climb is performed at an airspeed recommended by the manufacturer, and is usually selected to provide good cooling, control, visibility, but retains a reasonable rate of climb. Best rate of climb is one that is performed at an airspeed where the most excess power is available over that required for level flight thus resulting is the highest altitude attained over the shortest period of time. Best angle of climb is one that is performed at an airspeed where the most excess thrust is available over that required for level flight thus resulting in the steepest climb path. The best angle of climb is used to clear obstacles, but will take longer to reach a given altitude than Vy.

For integrated flight instruction the maneuvers should be learned first by outside visual references, and then by instrument references.

In the case of climbing turns, there are some additional factors which come into play over the straight climb scenario. The same pitch attitude and airspeed can not be maintained in a climbing turn as in a straight climb. This is due to the decreased vertical lift and airspeed during a turn. More back pressure is necessary to balance centrifugal force, the loss of vertical lift, and to keep pitch constant.

The bank in a climbing turn causes the aircraft to climb at a slightly shallower angle due to some of the lift being used to turn the airplane. The degree of bank should not be overly steep as the loss of vertical lift and increased induced drag become greater as the bank increases. Also, due to the lower airspeed adverse yaw will have a more significant effect requiring more right rudder pressure to keep the aircraft coordinated.

Straight Climb

Entering the Climb

  1. Enter the straight climb by simultaneously advancing the throttle to a climb power setting and applying back pressure on the elevator.

    1. As the climb is started the airspeed will gradually diminish if additional power is not provided. It is gradual due to the initial momentum of the aircraft, but ultimately the same thrust required for straight and level flight is not sufficient for the same airspeed in a climb. More power is needed to provide the force required to perform the work of lifting the aircraft.

    2. As power is applied the nose will tend to rise due to increased download on the horizontal stabilizer. Anticipate this and don’t let it be a surprise.

  2. As power and pitch increase the airspeed decreases and progressively more right rudder will be required.

Maintaining the Climb

  1. After the climb is established back elevator pressure must be maintained to keep the pitch constant

  2. With the power set, airspeed is controlled by pitch adjustments made with the elevator

  3. Crosscheck the nose in relation to the horizon, the airspeed indicator, and the attitude indicator to determine that the pitch is correct

    1. If airspeed is different than desired, use outside references and attitude indicator to raise or lower the nose

  4. After the climb attitude, power setting, and airspeed have been established re-trim the aircraft

  5. Maintain constant heading with wings level

    1. This is done using the same procedures as detailed in straight and level flight to visually maintain a heading (i.e. wings and horizon and reference points in front of the airplane)

Return to Straight and Level Flight

  1. Initiate the level off at approximately 10% of the rate of climb

    1. Example: If the aircraft is climbing at 500 fpm the level off would start approximately 50 feet below the desired altitude

  2. The nose should be lowered gradually

    1. A loss of altitude will occur if the pitch is changed to level without the aircraft increasing speed proportionately

  3. Once established in level flight the power should be left temporarily as is to accelerate to cruise speed

  4. When at cruise speed the power should be adjusted for level flight at the desired airspeed

  5. The aircraft should be re-trimmed for level flight

Climbing Turn

Entering the Climbing Turn

  1. Establish a climbing turn in one of two ways

    1. Establish a straight climb and then turn

    2. Enter the turn and climb simultaneously

      1. This is usually preferred because it is easier to scan while establishing the climb

Maintaining the Climbing Turn

  1. Maintain a constant bank angle and pitch attitude

  2. Combine the level turns and straight climb references

    1. Pitch is maintained in relation to the horizon, and adjustments are made with the elevator and a cross check of the visual indications with the instruments

    2. Bank is maintained in relation to the angle of the cowling and the horizon, and adjustments are made with the ailerons and a cross check of the visual indications with the attitude indicator and turn coordinator

    3. As pitch and/or bank are corrected, the other may need correction as well

  3. Trim as needed, potentially quite often

Trim Procedure

  1. First set the power, the pitch, and let the airspeed stabilize

  2. Establish and hold the airplane in the desired attitude using the primary flight controls

    1. The proper attitude should be established with reference to the horizon and then verified by reference to the flight instruments

  3. Then apply trim to relieve whatever pressure was required

    1. The attitude must be established and held first, then control pressures trimmed out so that the airplane will maintain the desired flight attitude in "hands off" flight. As previously discussed, if power changes the pitch attitude to maintain level flight will change, and the aircraft will have to be re-trimmed.

  4. Use the trim frequently, and in small amounts, but don’t attempt to "fly the plane" by use of just the trim.

Any control pressures felt should be the result of deliberate pilot control input during a planned change in airplane attitude. It should not be the result of pressure being applied by the aircraft because the pilot allowed the aircraft to assume control.

Overcoming Tenseness and Over-Controlling

When a pilot becomes tense it becomes easy to start to over-control the aircraft. This is evidenced by the pilot engaging in control movements rather than exerting control pressures. The movements can become jerky and large movements of the flight controls. It also might be evidenced by the presence of white knuckles or general overall nervousness.

This can be prevented by overtly acknowledging the over-controlling tendency, and reverting to a light finger-tip grip of the control, and a reminder of the control pressures desired. If over-controlling is constant one technique is to place a wooden pencil on top of the middle and ring finger and under the index and pointer finger of the hand the student uses to fly. If the student starts the death grip, the force of the pencil on the middle/ring finger will be a reminder to relax, if the student continues to tighten their grip the pencil will break.

Common Errors

  • Failure to cross-check and correctly interpret outside and instrument references

  • Application of control movements rather than pressures

  • Improper correction for torque effect

  • Faulty trim procedure

Conclusion

In a climb thrust must be increased because weight is acting backward relative to the flight path, resulting in an increase in drag. To maintain the proper pitch attitude the nose of the airplane must be held in the same place relative to the horizon, adjustments are made by crosschecking the attitude indicator as well as Altimeter and VSI. During a climbing turn, due to the decreased vertical component of lift, 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.

ACS Requirements

To determine that the applicant:

  1. Exhibits instructional knowledge of the elements of straight climbs and climbing turns by describing:

    1. Effect and use of flight controls.

    2. The Integrated Flight Instruction method.

    3. Outside and instrument references used for pitch, bank, yaw, and power control; the crosscheck and interpretation of those references; and the control procedure used.

    4. Trim procedure.

    5. Methods that can be used to overcome tenseness and over controlling.

  2. Exhibits instructional knowledge of common errors related to straight climbs and climbing turns by describing:

    1. Failure to cross-check and correctly interpret outside and instrument references.

    2. Application of control movements rather than pressures.

    3. Improper correction for torque effect.

    4. Faulty trim procedure.

  3. Demonstrates and simultaneously explains straight climbs and climbing turns from an instructional standpoint.

  4. Analyzes and corrects simulated common errors related to straight climbs and climbing turns.