Learn the standard climb-out procedure after take-off: runway tracking, climb speed, gear and flap retraction, turns, checks and common errors.
After lift-off, maintain the runway track, set the published climb attitude and power, accelerate to the aircraft’s target climb speed, confirm a positive rate before retracting the landing gear where fitted, and retract flaps only on schedule. Trim, complete the after-take-off checks, then turn or transition to en-route climb as cleared.
Within our Aviation & Real-World Flying coverage, we treat that as the general sequence rather than a universal checklist. The aircraft flight manual or pilot’s operating handbook, operator procedures, departure clearance and local noise-abatement rules always take precedence.
Standard climb-out procedure step by step
A normal climb-out is a controlled transition from lift-off to a stable, correctly configured climb.
- Maintain directional control. Keep the aeroplane aligned with the extended runway centreline and correct for crosswind drift. If ATC specifically assigns a heading, follow that instruction rather than making an unrequested correction or turn.
- Set the climb attitude. Establish the attitude associated with the required climb speed, then verify it using the airspeed indicator. Do not chase a particular vertical speed; climb rate is the result of power, attitude, configuration, weight and atmospheric conditions.
- Use the prescribed power. Maintain take-off power or set climb power when the aircraft’s procedure calls for it. An early, improvised power reduction can leave a heavily loaded aeroplane with little performance margin.
- Confirm a positive climb. Check the altimeter trend and vertical-speed indication rather than relying on one instrument alone. In a retractable-gear aircraft, select the gear up only when the applicable procedure permits it.
- Clear obstacles at the correct speed. Use the published obstacle-clearance speed where required, then transition smoothly to the normal climb speed once clear.
- Retract flaps on schedule. Allow the aircraft to accelerate and remove flap in the published stages, respecting configuration limits. Counter the resulting pitch change and retrim after each configuration change.
- Make the permitted turn. Follow the departure clearance, published procedure or local circuit rules. There is no single turn altitude that applies at every aerodrome.
- Complete the after-take-off checks. Confirm gear and flaps, power, engine indications, lights, pressurisation or other aircraft-specific items before settling into the en-route climb.
For the ground roll, rotation and initial lift-off that precede these steps, see our normal light-aircraft take-off sequence.
What climb speed should you use after take-off?
Use the climb speed published for the aircraft, configuration and phase of departure—not a generic airspeed copied from another aeroplane.
| Situation | Speed or schedule to use |
|---|---|
| Obstacle-limited light-aircraft departure | Published best-angle or obstacle-clearance speed until clear, followed by the specified transition. |
| Normal light-aircraft climb | Published best-rate or take-off climb speed, often followed by a cruise-climb speed for better visibility and engine cooling. |
| Transport jet departure | Computed take-off target and flight-director guidance, followed by acceleration and flap retraction at the authorised altitude. |
| Published or ATC speed restriction | The assigned speed, provided it remains within the aircraft’s operating limitations and safe performance envelope. |
Weight, density altitude, wind and configuration all affect the resulting climb rate, but they do not justify inventing a new target speed. Transport aircraft also use type-specific call-outs and automated guidance; our A320 normal flow explanation shows how these actions fit into a typical airline-style departure.
When should the gear and flaps come up?
Landing gear normally comes up after a confirmed positive climb, while flaps remain until the published speed, altitude or acceleration point is reached.
“Positive rate, gear up” is common in transport aircraft, but it is not permission to anticipate the indication. Some light-aircraft procedures delay gear retraction while enough runway remains for an immediate landing. Use the aircraft’s handbook or operator procedure.
Premature flap retraction is one of the climb-out mistakes we see repeatedly in simulation. It raises stall speed, changes pitch and can produce a sink if the aircraft has not accelerated sufficiently. Our detailed guide explains how to choose the correct flap-retraction point.
When can you turn after take-off?
Turn only when the clearance, published departure or local traffic-pattern procedure authorises it and obstacle clearance is assured.
Do not assume that an arbitrary height such as 400 or 500 feet above ground is valid everywhere. A published departure may require runway track to a stated altitude or navigation fix, while a visual circuit uses locally defined turn points and circuit direction. The practical differences are covered in our guide to flying the departure leg and traffic pattern correctly.
Common climb-out errors and their fixes
The most serious climb-out errors come from sacrificing airspeed or directional control while changing configuration.
- Chasing vertical speed: pitch for the required airspeed and accept the climb rate the conditions produce.
- Retracting gear without a confirmed climb: cross-check the altimeter trend and vertical-speed indication before acting.
- Cleaning up too early: wait for the published acceleration point and retract flaps in sequence.
- Looking inside for too long: make brief instrument checks, then return attention to attitude, track, traffic and terrain.
- Trimming to create the climb: establish the attitude with control pressure first, then trim to relieve that pressure.
- Turning without checking the departure: review the initial heading, altitude restrictions and missed radio calls before take-off.
When is the climb-out complete?
The initial climb-out is complete once the aircraft is safely clear of immediate obstacles, correctly configured, stable at the next target speed and established on the cleared departure or en-route climb.
If an engine or flight-control problem appears before that point, the normal sequence stops. Maintain control and safe airspeed first, then follow the aircraft’s immediate-action and emergency procedures; configuration changes that are correct during a normal climb may be wrong during an engine failure.