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Private pilot · ACS PA.VIII.B · lesson pack

Constant Airspeed Climbs (Instruments)

Why this one matters

Climbing out of a cloud layer or away from terrain on instruments is one of the ways to escape inadvertent IMC. A climb flown with an erratic pitch can bleed airspeed toward a stall; a steady, trimmed climb keeps you in control while you get to safety.

1 · Know these cold

  • •To start a climb, on the assigned heading: raise the nose to the known climb attitude and add climb power together, with right rudder and bank control to hold the heading. Trim once the airspeed settles on the target.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •At fixed climb power, pitch controls the airspeed and the climb rate is the result. Know the target before flight (normally VY from the POH) with its pitch and power; never pull up to chase a climb rate.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •Climbing turns: a standard-rate or shallower bank. The bank raises load factor and drag, so the climb rate falls; adjust pitch as you roll in to protect the airspeed first, and keep the ball centered.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •Lead the level-off by about 10% of the vertical speed (500 fpm means start about 50 feet early).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •At level-off, lower the nose to the level attitude, let the airspeed build, then reduce to cruise power and trim.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •Right rudder as you add power and as the airspeed drops.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • •Checkride standard: level off within ±200 feet, heading ±20°, airspeed ±10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.B.S3)

2 · The lesson

The instruments and the scan
  • Attitude instrument flying uses control instruments (the attitude indicator and the power instruments) to set pitch, bank and power, and performance instruments (altimeter, airspeed, VSI, heading indicator, turn coordinator) to check the result.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Scan with the attitude indicator at the center: glance out to each performance instrument and back to the attitude indicator, adjusting as needed.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Three scan errors: fixation (staring at one instrument), omission (leaving one out) and emphasis (relying on one instead of cross-checking).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Primary and supporting instruments: for each of pitch, bank and power, one instrument is primary (the one that shows the target you're holding) and others support it. In level flight, the altimeter is primary for pitch, the heading indicator for bank, and the airspeed indicator for power; each lesson below gives its own set. Use it alongside the control-and-performance method.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Know each instrument's limits. Heading indicator: it precesses, so realign it with the compass about every 15 minutes, only in straight, level, unaccelerated flight. Attitude indicator: a vacuum or electric gyro (check the suction gauge or power source) with pitch and bank limits, beyond which it can tumble. VSI: lags 6 to 9 seconds and shows a trend; confirm it on the altimeter and attitude indicator. Altimeter: only as good as its setting. Compass: turning (undershoot north, overshoot south) and acceleration errors.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments)
  • A failing instrument shows up as disagreement: if the attitude indicator disagrees with the turn coordinator, altimeter and VSI, suspect it. Pitot-static blockages: a blocked static port freezes the altimeter and zeros the VSI (airspeed is right only at the altitude where it blocked); a blocked pitot (with the drain blocked) makes the airspeed act like an altimeter. Use the alternate static source if fitted.(Instrument Flying Handbook (FAA-H-8083-15B), Flight Instruments; PHAK (FAA-H-8083-25C), Flight Instruments)
Controlling the airplane by instruments
  • Learn your airplane's numbers: the attitude picture and power setting (RPM or manifold pressure) for level cruise, climb and descent. Attitude plus power gives predictable performance: set that combination first, trim, then cross-check and adjust only slightly.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Make small, smooth pitch and bank changes on the attitude indicator, then let the airplane settle and check the performance instruments before the next change. Size them: for an altitude error of 100 feet or less, about a half bar-width of pitch; more than 100 feet, a full bar-width until within 100, aiming for a VSI rate about double the error (150 feet high: about 300 fpm down). For heading, a bank about equal to the degrees of error, never more than standard rate.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Trim off control pressure for every sustained attitude or power change: a trimmed airplane holds attitude while you scan and do other tasks. For a brief turn, hold the extra pressure by hand instead; if you do trim for it, take the trim out on rollout.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Keep the ball centered with rudder: uncoordinated flight makes heading and attitude harder to hold.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
Why a VFR pilot trains this
  • The goal is to escape instrument conditions you entered by accident, not to fly in them. VFR into IMC kills through spatial disorientation and loss of control, often within a few minutes.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC))
  • Your inner ear can’t sense slow turns or tell a turn from a climb: the leans, the graveyard spiral and false climb sensations. Trust the instruments, not the feeling.(PHAK (FAA-H-8083-25C), Aeromedical Factors)
  • Fatigue and stress make it worse. The escape, in order: aviate first (wings level on the attitude indicator, your known attitude and power, trimmed, ball centered, and don't turn while you're still stabilizing); hold altitude, or climb to a safe altitude if terrain clearance is in doubt (the minimum safe altitude is a floor you never descend below blind, not a reason to descend looking for VFR); then turn toward known VMC, with a standard-rate 180 only if clear weather is known to be behind you; and call ATC early, confess, and declare an emergency if it's deteriorating (121.5 and 7700 if you can't reach anyone). If it keeps getting worse, an off-airport precautionary landing in VFR conditions may be the safest option left.(Airplane Flying Handbook (FAA-H-8083-3C), Emergency Procedures (inadvertent flight into IMC); AIM, Chapter 6, Emergency Procedures)
  • ATC radar can help a VFR pilot in difficulty only with two-way radio and within radar coverage; the help is advisory, doesn't authorize breaking a rule, and safe flight stays your responsibility. Tell them you aren't instrument rated, and choose a course to a VFR landing.(AIM 6-2-1)
  • Under the hood or in clouds you can’t see other aircraft, terrain, obstacles or wires. In training, the safety pilot looks out; in real IMC, fly a known safe altitude and heading that clears terrain and obstacles. ATC traffic help doesn't guarantee terrain clearance.(AC 90-48, Pilots' Role in Collision Avoidance)
  • When you’re overloaded, prioritize: keep the wings level and the attitude steady first, then navigate and talk.(Risk Management Handbook (FAA-H-8083-2A))
Flying the climb
  • Primary and supporting instruments once the climb is established: airspeed indicator primary for pitch, heading indicator primary for bank, tachometer or manifold pressure primary for power. The attitude indicator is primary only while you first set the climb attitude.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Two level-offs. To cruise: lower the nose to the level attitude, leave climb power on while the airspeed builds, then reduce to cruise power and trim. To hold the climb airspeed: lower the nose and at the same time reduce power to the level-flight setting for that speed, then trim, so the speed doesn't overshoot.(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)
  • Climbing to an altitude on a heading: combine the rollout lead (about half the bank) with the level-off lead (about 10% of the vertical speed).(Instrument Flying Handbook (FAA-H-8083-15B), Airplane Attitude Instrument Flying)

Want it all on one page, with scenarios? Read the full lesson.

On the flight

ACS standards

  • Level off at the assigned altitude and maintain altitude ±200 feet, heading ±20°, airspeed ±10 knots.(Private Pilot ACS (FAA-S-ACS-6C), PA.VIII.B.S3)

What your instructor is watching for

Your instructor watches the transition to the climb attitude, steady airspeed control with pitch, coordination, and a smooth, early level-off.

3 · Say it out loud

Answer each one out loud, then check yourself and mark how it went.

  1. Remember Recall it

    “How early do you start leveling off from a climb?”

  2. Understand Explain why

    “In a constant airspeed climb, what does pitch control?”

  3. Apply Use it on a flight

    “In the climb, airspeed is 10 knots slow. What do you do?”

4 · Common mistakes

  • Overshooting the altitude.

    Leveling off too late.

    Instead: Lead the level-off by about 10% of the climb rate.

  • Chasing the airspeed indicator.

    It lags slightly; you overcontrol.

    Instead: Small attitude changes, then wait.

  • Not adding right rudder.

    Climb power yaws the airplane left.

    Instead: Keep the ball centered.

5 · Quick check

Answer, then reveal. Flag anything you want to see again.

  1. 1. What controls airspeed in a constant airspeed climb?

  2. 2. Order to enter a climb?

  3. 3. How much do you lead the level-off?

  4. 4. What are the checkride tolerances?

  5. 5. At level-off, what do you do with power?

  6. Scenario6. You entered a cloud on climb-out. How do you get back to VMC?

Trained it? Now prove it: practice constant airspeed climbs (instruments) out loud with our examiner.

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Connect it

One situation that runs across this lesson and its neighbors in the same ACS area. Decide first, then check.

Connect it · Basic Instrument Maneuvers

Haze thickens into cloud and you lose the horizon. A minute later the airplane is in a descending, steepening turn.

How do you recover and get back to visual conditions? Decide, then see the worked answer

Trust the instruments, not your body, and diagnose before you act. Airspeed increasing and altitude decreasing means nose low; airspeed decreasing and altitude increasing means nose high. This is nose low and steepening, the start of a spiral dive. Power to idle, unload to about 1 G by relaxing back pressure, then level the wings with coordinated aileron and rudder, then raise the nose gently to level flight. Do not pull first: pulling while banked tightens the spiral and can overstress the airplane. (Nose high is different: power in, nose down, then level the wings.) Then finish the recovery: set power for level flight, re-trim, and confirm attitude, heading, altitude and airspeed are stable before you turn. Once stable, tell ATC you're a VFR pilot in cloud, declare an emergency if you need to, give your position and altitude, and ask for a safe altitude and vectors. Turn back to the reciprocal of the heading you had when you entered the cloud, not the heading you happen to have after the recovery, with a shallow bank of about 10° or less, protecting your altitude above the terrain. If you don't know your entry heading, ask ATC for help.

AFH (FAA-H-8083-3C), Chapter 17, Emergency Procedures; IFH (FAA-H-8083-15B)

Brings together: Straight-and-Level Flight · Turns to Headings · Recovery from Unusual Flight Attitudes · Radio Communications, Navigation Systems/Facilities, and Radar Services

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Instrument Flying Handbook (FAA-H-8083-15B); Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); Private Pilot ACS (FAA-S-ACS-6C). Checked against current sources 2026-11-12.