Private pilot · ACS PA.IV.A · lesson pack

Normal Takeoff and Climb

Watch (free, from the source)

Opens on the publisher’s site. AOPA courses may ask you to sign in with a free account.

Why this one matters

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.

1 · Know these cold

•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)

2 · The lesson

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))

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

On the flight

ACS standards

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).(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S13)
Maintain directional control and wind-drift correction throughout the takeoff and climb.(Private Pilot ACS (FAA-S-ACS-6C), PA.IV.A.S14)

What your instructor is watching for

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.

3 · Say it out loud

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

Remember Recall it
“What is the difference between VX and VY?”
Understand Explain why
“Why does high density altitude hurt takeoff performance?”
Apply Use it on a flight
“At 300 feet after takeoff the engine quits. What do you do?”

4 · Common mistakes

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

5 · Quick check

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

1. What does VY give you?
2. Which lengthens the takeoff roll: a headwind or a tailwind?
3. Where do you hold the ailerons at the start of a crosswind takeoff roll?
4. What are the checkride tolerances for the climb?
Scenario5. Your engine fails at 200 feet with no runway left. What do you do?
6. Before taking off, how do you confirm you’re on the right runway?

Trained it? Now prove it: practice normal takeoff and climb out loud with our examiner.

Start a practice oral on this task

Your progress is saved in this browser. Create a free account to keep it on every device, with your shaky spots and mock oral results in one place.

Connect it

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

Connect it · Takeoffs, Landings & Go-Arounds

A 2,200-foot grass strip, wet after rain, with trees off the departure end. You land there, then leave an hour later.

Which techniques does each part of the visit call for, and where are your go-around and abort points? Decide, then see the worked answer

Decide before you go. Work both numbers from the POH: the landing distance on wet grass, and the takeoff distance to clear the trees on departure. Compare both with the 2,200 feet, with margin. Many POHs publish only a dry-grass correction, or none at all; where there's no wet-grass figure, add a conservative margin of your own. If the departure won't fit, don't land there. Arriving: fly a stabilized approach and pick a go-around point; if you're not on speed and on spot by then, go around rather than float down a short, soft runway. Land soft-field style: carry a little power through the roundout and touchdown, touch down nose-high at minimum controllable speed with minimum sink, hold the nosewheel off, keep your momentum, and avoid wheel braking. Leaving: this is a soft-field takeoff and climb with an obstacle. Keep moving onto the runway and lift off with soft-field technique; the short-field brake-hold-and-rotate procedure isn't used on wet grass. Accelerate in ground effect, then climb at Vx over the trees. From short-field technique only two things carry over: use all the runway available, and the Vx obstacle climb. Brief a concrete abort point before you roll; a common rule of thumb is about 70% of liftoff speed by the runway midpoint. Wet grass brakes poorly, so allow for a longer stop. If you don't have it by then, abort straight ahead.

AFH (FAA-H-8083-3C), Takeoffs and Departure Climbs, Approaches and Landings; PHAK (FAA-H-8083-25C), Aircraft Performance

Brings together: Soft-Field Takeoff and Climb · Soft-Field Approach and Landing · Go-Around/Rejected Landing

Teaching this? The instructor lesson plan →

Study aid, not FAA guidance. Sources: Airplane Flying Handbook (FAA-H-8083-3C); Pilot's Handbook of Aeronautical Knowledge (FAA-H-8083-25C); Aeronautical Information Manual (AIM); AC 91-73; Private Pilot ACS (FAA-S-ACS-6C); Your airplane's POH/AFM. Checked against current sources 2026-11-12.