Commercial pilot · ACS CA.IV.A
Normal Takeoff and Climb
The normal takeoff is the base for every other: correct runway, smooth power, centerline, rotate on speed, VY. At the commercial level it's flown to ±5 knots, usually with a gear and a constant-speed propeller to manage.
Why this one matters
The takeoff and initial climb are where the airplane is lowest, slowest and heaviest. In a faster, heavier commercial airplane, a late gear retraction, a missed power check or a turn back after an engine failure leave even less margin. Planning and precise speeds keep options open.
Can’t miss
- •VX gives the most altitude per distance (obstacles); VY the most per minute. As altitude increases, indicated VX rises and VY falls until they meet at the absolute ceiling; as weight decreases both fall, so use the POH speeds for the actual weight.(PHAK (FAA-H-8083-25C), Aircraft Performance)
- •Verify the runway before adding power: signs and markings, and the heading indicator against the runway number.(AC 91-73, Parts 91 and 135 Single Pilot Procedures During Taxi Operations)
- •Advance the throttle smoothly to takeoff power and confirm the engine and flight instruments (manifold pressure, RPM, fuel flow, airspeed alive) before rotation.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S7)
- •Retract the gear once a positive rate of climb is established and a landing on the remaining runway is no longer possible, as the POH directs.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
- •Rotate at the recommended speed, accelerate to VY and hold it ±5 knots to a safe maneuvering altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S9-S13)
- •Reduce from takeoff power to climb power (manifold pressure, then RPM) only as and when the POH says.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
- •Brief the abort point and the engine-failure plan before every takeoff.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
What you should know
Performance, speeds and configuration K1 · K2 · K3 · R1
- High density altitude means less power and thrust and a higher true airspeed for liftoff: longer roll, weaker climb. Run the POH charts for the actual weight and conditions.(PHAK (FAA-H-8083-25C), Aircraft Performance)
- VX for obstacles, VY for the normal climb. With altitude, VX (indicated) rises and VY falls; with less weight, both fall.(PHAK (FAA-H-8083-25C), Aircraft Performance)
- Configure per the POH: flaps, trim, mixture for the field elevation, propeller full forward, fuel pump as directed.(Your airplane's POH/AFM)
- Choose the runway most nearly into the wind with enough length plus margin, within the airplane's performance and your own crosswind limit.(PHAK (FAA-H-8083-25C), Aircraft Performance)
The roll, the gear and the climb R7
- Before entering the runway: complete the checklists; make the radio calls (or have the clearance at a towered airport); confirm it's the right runway and clear; check final; find the wind from the windsock, segmented circle or tetrahedron, the AWOS, ASOS or ATIS, ATC, or other traffic; then line up on the centerline.(AC 91-73, Parts 91 and 135 Single Pilot Procedures During Taxi Operations; Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S1-S6)
- Smooth power, check the engine indications early, right rudder for the left-turning tendencies, airspeed alive.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
- Rotate at the recommended speed, establish the VY attitude and trim. Gear up when a positive rate is established and you can no longer land on the remaining runway.(Airplane Flying Handbook (FAA-H-8083-3C), Transition to Complex Airplanes)
- Configure (gear, flaps) as the POH directs. Hold VY to a safe maneuvering altitude: high enough to clear the obstacles and terrain and to fly the departure you planned, with room to handle a problem.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S12-S13)
- Comply with noise abatement procedures where published, without compromising safety.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S15)
Wind, surface and wake on takeoff R2
- Crosswind: full aileron into the wind at the start of the roll, reduced as the controls become effective; rudder holds the centerline. In a strong crosswind, hold the airplane on a little longer and lift off firmly. Stay in the slip (aileron into the wind, rudder for alignment) until well clear of the ground, then crab, wings level, to track the extended centerline.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
- Choose the runway by the airplane's performance, the distance available, the wind, and your own demonstrated crosswind limit. A tailwind costs more distance than the same headwind saves, and it flattens the climb gradient because groundspeed is higher. The POH maximum tailwind component, where published, is a hard limit.(PHAK (FAA-H-8083-25C), Aircraft Performance)
- Gusts and wind shear are different. For gusts, use the POH speed additive. Known or reported low-level wind shear: wait it out. If you meet it after liftoff: maximum power, pitch to the attitude that keeps you flying without chasing airspeed, leave gear and flaps alone until clear, and report it.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs; AC 00-54)
- Wake: vortices start at rotation, are strongest behind a heavy, clean, slow airplane, sink several hundred feet per minute and drift downwind. Behind a larger airplane taking off, note its rotation point, lift off before it, climb above and upwind of its path, and stay out from below and behind it. When in doubt, wait at least 2 minutes.(AIM, Chapter 7, Wake Turbulence)
- Grass, wet, snowy or uphill surfaces lengthen the roll: apply the POH corrections plus your own margin.(PHAK (FAA-H-8083-25C), Aircraft Performance)
Planning for the takeoff that goes wrong R3
- Brief an abort point and speed before you roll; if you aren't there, or anything is wrong, close the throttle and stop straight ahead.(Airplane Flying Handbook (FAA-H-8083-3C), Takeoffs and Departure Climbs)
- Engine failure after liftoff with runway left: land on it (gear still down helps in a retractable). With no runway left at low altitude: lower the nose at once and hold best glide, pick a spot essentially straight ahead with only the small heading changes the altitude allows, run the POH items (fuel selector, mixture, magnetos) only if there is time, talk to ATC once the airplane is under control, and decide on the gear by the surface (down on a smooth field, up on rough or soft ground or water, per the POH).(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
- Don't turn back at low altitude: it needs far more altitude than expected, and a steep slow turn can stall and spin.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures)
Low, slow and busy R4 · R5 · R6
- Look for traffic 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)
- Near the ground there's no room to recover: a skidding turn to final or a nose-high climb can stall and spin; a distraction can lead into terrain or obstacles.(Airplane Flying Handbook (FAA-H-8083-3C), Approaches and Landings)
- Fly the airplane first: checklists and calls before the critical moments. Overloaded on final, go around.(Risk Management Handbook (FAA-H-8083-2A))
On the flight
ACS standards
- Establish a pitch attitude for the recommended speed or VY, ±5 knots.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S11)
- Maintain VY ±5 knots to a safe maneuvering altitude.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S13)
- Maintain directional control and wind-drift correction throughout the takeoff and climb.(Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S14)
What your instructor is watching for
Your instructor watches for runway verification, a power check before rotation, centerline tracking, VY within 5 knots, gear and power changes at the right time, and a briefed abort and engine-failure plan.
Scenarios
Decide what you would do first, then see the worked answer.
Rolling, the manifold pressure is several inches below what you usually see for takeoff power at this field.
What do you do? See the worked answer
Abort before rotation. Low takeoff power means a long roll and a weak climb; find the cause (throttle, induction, turbo, propeller) on the ground.
Commercial Pilot ACS (FAA-S-ACS-7B), CA.IV.A.S7
95°F at a 5,000-foot airport, full seats, 4,000-foot runway.
How do you decide? See the worked answer
Compute the density altitude, run the POH takeoff and climb charts for the actual weight and wind, add a margin. If it's tight, reduce weight, wait for cooler air, or don't go.
PHAK (FAA-H-8083-25C), Aircraft Performance
Cleared for takeoff on runway 16R, you're holding short at an intersection signed 16L.
What do you do? See the worked answer
Stop and confirm with the tower before entering. Never take off on an assumption about which runway you're on.
AC 91-73, Parts 91 and 135 Single Pilot Procedures During Taxi Operations
Common mistakes
Retracting the gear while runway remains.
You lose the option to land straight ahead if the engine fails.
Instead: Positive rate and no usable runway remaining, then gear up.
Chasing VY with pitch changes that are too large.
It's hard to hold ±5 knots without a known attitude.
Instead: Set the VY attitude you know, trim, then small corrections.
Skipping the takeoff power check.
A weak engine is discovered too late.
Instead: Confirm power and engine indications early in the roll.
Now train it
Say it out loud, hear it asked, and take the quick check in this lesson’s practice pack. It tracks your shaky spots.
Got it?
When it feels solid, practice normal takeoff and climb out loud with our examiner.
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Watch (free, from the source)
- Line Up and WaitFAA, From the Flight Deck · video ↗
- Wrong Direction Intersection TakeoffsFAA, From the Flight Deck · video ↗
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Go to the source (free)
Teaching this? The instructor lesson plan →
Sources
- Airplane Flying Handbook (FAA-H-8083-3C): Takeoffs and Departure Climbs; Approaches and Landings; Transition to Complex Airplanes
- Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C): Aircraft Performance; Aerodynamics of Flight
- Aeronautical Information Manual (AIM): 4-3-11 (LAHSO) and Chapter 7 (wake turbulence)
- AC 91-73: Single Pilot Procedures During Taxi Operations
- Commercial Pilot ACS (FAA-S-ACS-7B): Area IV
- Your airplane's POH/AFM: normal procedures, performance charts and speeds
Study aid, not FAA guidance. Regulations change; check the current text at eCFR and the ACS. Checked against current sources 2026-11-13.