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Since the power on the initial climb is fixed at the takeoff power setting, the airspeed must be controlled by making slight pitch adjustments using the control bar. However, the pilot should not fixate on the airspeed indicator when making these pitch changes, but continue to scan outside to adjust the attitude in relation to the horizon and the feel of the aircraft. The WSC aircraft can be flown by using bar position and the feel of the air to determine proper airspeed; it is not necessary to look at the airspeed indicator to determine exact airspeed. In accordance with the principles of fl ying a WSC aircraft, the pilot should fi rst make the necessary pitch change with reference to the bar position, and then glance at the airspeed indicator as a check to see if the new speed is correct. 

After the recommended climb airspeed has been established and a safe maneuvering altitude has been reached, the power should be adjusted to the recommended climb setting (if different) and the WSC aircraft trimmed (if so equipped) to relieve the control pressures. This makes it easier to hold a constant attitude and airspeed. 

During initial climb, it is important that the takeoff path remain aligned with the runway to avoid drifting into obstructions or the path of another aircraft that may be taking off from a parallel runway. Proper scanning techniques are essential to a safe takeoff and climb, not only for maintaining attitude and direction, but also for collision avoidance in the airport area. [Figure 7-6] 

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When the student pilot nears the solo stage of fl ight training, it should be explained that the aircraft’s takeoff performance is much different when the instructor is out of the aircraft. Due to decreased load, the WSC aircraft becomes airborne sooner and climbs more rapidly. The pitch attitude that the student has learned to associate with initial climb differs significantly due to decreased weight. This can be a dramatic effect since a 250 pound instructor could reduce the total weight of the WSC aircraft by 30 percent. This gives the student the sensation of lying on his or her back during initial takeoff and the reaction is to let off the throttle with serious consequences if the student is using the foot throttle. It must be emphasized by the instructor that the student will seem to be rotated and going straight up, but not to let up on the throttle. The reaction of the student is to pull in the control bar to lower the high pitch attitude. This is where the cruise throttle should be used to eliminate this common problem. The increase in performance is significant when the student first solos in the same aircraft, which must be explained and understood. If the situation is unexpected, it may result in increased tension that may remain throughout the fl ight. Frequently, the existence of this tension and the uncertainty that develops due to the perception of an “abnormal” takeoff results in poor performance on the subsequent landing. 

