Private pilot · ACS PA.IV.A · Instructor lesson plan

Normal Takeoff and Climb

Student pack: Train: Normal Takeoff and Climb · Full lesson: Prepare guide

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1 · Objective

By the end of this lesson your student can explain normal takeoff and climb in their own words, apply it in a realistic situation, and fly it to the ACS standard for PA.IV.A.

Why it matters for safety: The takeoff and initial climb are where the airplane is slowest, lowest and heaviest, with the least room for error. Loss of control after liftoff, a takeoff from the wrong runway, and an engine failure followed by a turn back to the field are the patterns this task guards against. A planned, disciplined takeoff leaves you with options if something goes wrong.

2 · Assign before the lesson

Pre-work: the free Train pack, Normal Takeoff and Climb. Check the runway, set the controls for the wind, track the centerline, rotate and climb at VY.

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Pack: pilotprep.pro/train/ppl/normal-takeoff-and-climb · Full lesson: pilotprep.pro/prepare/ppl/normal-takeoff-and-climb

3 · Teach sequence

Key points to land

VX gives the most altitude for the distance (obstacles); VY gives the most altitude for the time. Both come from the POH.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Higher density altitude, more weight, a tailwind, an uphill slope or a soft surface all lengthen the takeoff roll and reduce climb. Run the POH numbers.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Verify you are on the correct runway before you advance the throttle: check the heading indicator against the runway number.(AC 91-73, Parts 91 and 135 Single Pilot Procedures During Taxi Operations)
Smoothly add full power, check engine and airspeed indications early in the roll, and use right rudder to counter the left-turning tendencies.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Decide in advance when you’ll abort, and that you will land straight ahead if the engine fails at low altitude.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
Rotate at the POH speed, then pitch for VY +10/-5 knots and hold it to a safe maneuvering altitude.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S9-S13)
Hold full aileron into a crosswind at the start of the roll and reduce it as speed builds.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)

Performance and speeds

High density altitude (high, hot, humid) means less engine power, less propeller thrust and higher true airspeed for liftoff: a longer roll and a poorer climb.(PHAK (FAA-H-8083-25C), Aircraft Performance)
VX, best angle of climb, gives the most altitude per distance: use it only when the POH or a real obstacle calls for it, then go to VY once clear. VY, best rate, gives the most altitude per minute: the normal climb speed.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Configure as the POH says for a normal takeoff (flaps usually up or as recommended). Trim set, mixture set for the field elevation as the POH directs.(Your airplane's POH/AFM)
Find the wind before you choose a runway: the windsock or wind cone, the tetrahedron or tee, ATIS, AWOS or ASOS, ATC, or with no indicator, smoke, dust or water movement.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S4)
Work out the crosswind component and compare it with the POH maximum demonstrated crosswind and your own limit before accepting the runway. Then pick the runway most nearly into the wind with enough length for your takeoff distance, plus a margin.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; PHAK (FAA-H-8083-25C), Aircraft Performance)

The takeoff roll and climb

Complete the before-takeoff checklist before you enter or line up on the runway, then make the radio calls: at a towered airport get and read back the clearance and any hold-short; at a nontowered airport self-announce your position and departure intentions on the CTAF.(AIM 4-1-9; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S1-S2)
Before entering the runway, confirm the runway and that it’s clear, check final for traffic, and get a clearance at a towered airport. Read back runway assignments and hold-short instructions.(AC 91-73, Parts 91 and 135 Single Pilot Procedures During Taxi Operations)
Line up on the centerline, add power smoothly, check the engine gauges and that the airspeed is alive. Right rudder for the left-turning tendencies.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Rotate at the recommended speed to the liftoff attitude, then establish the VY attitude and trim. Keep tracking the extended centerline.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
With a positive climb established, configure per the POH: flaps (and gear) up only at the POH speed or altitude, climb power as directed, and the after-takeoff checklist if there is one.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S12)
Follow any published noise abatement procedure, without giving up climb performance or obstacle clearance.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S15)

Wind, surface and wake on takeoff

Crosswind: start the roll with full aileron into the wind and reduce it as speed builds; use rudder to hold the centerline. After liftoff, turn into the wind (crab) to track the extended centerline.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
A headwind shortens the ground roll; a tailwind lengthens it a lot. Use the POH chart’s wind corrections, and avoid tailwind takeoffs when you have a choice.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Gusts and wind shear are different. In ordinary gusty wind, use the POH guidance for extra margin. Wind shear, especially a microburst or thunderstorm outflow, can drop the airspeed suddenly after liftoff: don't take off into known or reported wind shear; wait for it to pass.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
Wake turbulence behind a larger airplane taking off: note its rotation point and lift off before it only at your normal rotation speed (never force an early liftoff), then climb above its path and stay upwind of it or turn away. If you can't, which is the usual case for a trainer behind a jet, ask for a delay (ATC uses timed intervals, such as 2 minutes behind a heavy, 3 for an intersection or opposite-direction departure behind a large airplane), and never assume you can outclimb it.(AIM, Chapter 7, Wake Turbulence)
Grass, wet, snowy or uphill surfaces lengthen the takeoff roll. Apply the POH corrections, and add your own margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)

Planning for the takeoff that goes wrong

Before you roll, decide where you’ll abort: if the airplane isn’t at the expected speed by a chosen point, or anything looks or sounds wrong, close the throttle and stop straight ahead.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
If the engine fails after liftoff with runway left, land on it. If it fails at low altitude past the runway, lower the nose to hold best glide speed and land roughly straight ahead, turning only enough to avoid obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
Turning back to the runway at low altitude is how many engine failures turn fatal: it needs far more altitude than most pilots expect, and a steep, slow turn can stall and spin.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)

Low, slow and busy

Takeoffs and landings are where traffic converges: look for airplanes on final and on the runway before you line up or turn final, and use landing lights.(AC 90-48, Pilots' Role in Collision Avoidance)
Close to the ground there’s no room to recover. A skidding turn to final, a nose-high climb or a stretched glide can stall and spin; flight into terrain or obstacles can follow a distraction.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
Fly the airplane first. Finish checklists and radio calls before the critical moments, and if you’re overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))

Watch for in the airplane: Your instructor watches whether you verify the runway, set the controls for the wind, track the centerline with rudder, rotate at the right speed, hold VY in a stable attitude, and know before takeoff what you’ll do if the engine quits.

4 · Ask your student

In order: recall, then understanding, then applying it. Move up only when the answer shows it.

Recall · What is the difference between VX and VY?
A strong answer: VX is best angle: the most altitude for the distance, for obstacles. VY is best rate: the most altitude per minute.
Understand · Why does high density altitude hurt takeoff performance?
A strong answer: Thinner air means less engine power and propeller thrust, and the wing needs a higher true airspeed to lift off, so the roll is longer and the climb is weaker.
Apply · At 300 feet after takeoff the engine quits. What do you do?
A strong answer: Lower the nose immediately to best glide, pick a landing spot roughly straight ahead, and land there, turning only to avoid obstacles. I don’t try to turn back to the runway.

Scenarios to talk through

It’s 95°F at a 5,000-foot airport, the runway is 3,500 feet, and you’re near gross weight. How do you decide whether to go?
Sound decision: Compute the density altitude and run the POH takeoff and climb charts for the actual weight and wind, then add a margin. If it’s tight, reduce weight, wait for cooler air, or don’t go.
Halfway down the runway, the airspeed is slower than you expected and the engine sounds rough. What do you do?
Sound decision: Abort: close the throttle, keep straight with rudder and brake to a stop. A takeoff that isn’t going right on the ground won’t get better in the air.
A tower controller clears you for takeoff on runway 1-6 right; you’re holding short of a runway at an intersection and the sign says 1-6L. What do you do?
Sound decision: Stop and question it. Confirm with the tower which runway you’re at and that you’re cleared on it, before you enter the runway.

5 · Common student errors

Not enough right rudder.
Why it matters: Left-turning tendencies pull the airplane off the centerline, especially at high power and low airspeed.
How to correct it: Lead with right rudder as you add power, and keep the nose on a point at the end of the runway.
Over-rotating after liftoff.
Why it matters: A nose-high attitude kills airspeed and can lead to a stall close to the ground.
How to correct it: Pitch for the VY attitude you know, then fine-tune with the airspeed indicator and trim.
No abort plan.
Why it matters: Without a decision made before the roll, pilots hesitate and run out of runway.
How to correct it: Brief the abort point and the engine-failure plan aloud before every takeoff.

6 · Completion standard

Hold the manufacturer's recommended climb speed or VY +10/-5 knots to a safe maneuvering altitude (VX only when the POH or an actual obstacle calls for it, then VY once clear).
Maintain directional control and wind-drift correction throughout the takeoff and climb.
Your student answers each "Ask your student" question in their own words, up to the Apply level, without prompting.
They talk through the scenarios and reach a safe, legal decision, explaining why.
They complete the pack’s quick check and can say what they flagged.

Area trained? Close out with a practice oral focused on PA.IV.A: pilotprep.pro/exam?exam=PPL&focus=PA.IV.A

7 · References

Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; Approaches and Landings
Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C), Aircraft Performance; Aerodynamics of Flight
Aeronautical Information Manual (AIM), Chapter 4 (airport operations, LAHSO) and Chapter 7 (wake turbulence)
AC 91-73, Single Pilot Procedures During Taxi Operations
Private Pilot ACS (FAA-S-ACS-6C), Area IV
Your airplane's POH/AFM, normal procedures, performance charts and speeds
Airman Certification Standards, task PA.IV.A

PilotPrep instructor lesson plan, from the Normal Takeoff and Climb lesson (checked against current FAA sources 2026-11-12). A study and teaching aid, not FAA guidance; teach to your own judgment and the current ACS.