Choose the correct take-off trim from the checklist, loading and centre of gravity, with fixes for heavy rotation, early lift-off and sim axis errors.
Use the take-off trim position specified by the aircraft’s POH, AFM or checklist, adjusted for its actual centre of gravity and loading. Light aircraft often have a marked take-off range near neutral; transport aircraft normally use a calculated stabiliser setting. Centred trim is not a universal default, and trim cannot correct unsafe loading.
In real-world aviation, and when reproducing it in a flight simulator, there is no generic number of nose-up trim units that suits every aircraft. The correct setting depends mainly on aircraft type, centre of gravity and take-off configuration.
How do I choose the correct take-off trim setting?
Choose the setting using the aircraft’s own approved procedure rather than copying a value from another model, livery or previous flight. Take-off trim normally refers to elevator trim or an adjustable horizontal stabiliser.
| Aircraft type | Usual source | What to set |
|---|---|---|
| Light training aircraft | POH or cockpit trim marking | The marked take-off position or range; use neutral only when the procedure specifies it |
| Complex light aircraft or turboprop | Checklist, loading data or trim chart | The position prescribed for the calculated loading and configuration |
| Transport aircraft | Loadsheet, flight-management data or aircraft-specific calculation | The calculated stabiliser trim value, cross-checked against the permitted take-off range |
- Confirm the loading and centre of gravity. The CG must be inside the permitted envelope before trim is calculated. Our guide to how weight and balance affect aircraft control explains why trim cannot rescue an unsafe load.
- Use the correct aircraft documentation. Consult the POH, AFM, checklist or the add-on developer’s operating manual. If approved data are unavailable for a real aircraft, do not invent a setting.
- Set and read the indicator carefully. Check the cockpit pointer, trim wheel or stabiliser display rather than assuming a centred controller means centred aircraft trim.
- Verify every trim axis. Pitch trim is the main concern, but rudder and aileron trim should also match the checklist.
- Recalculate after loading changes. Moving passengers, cargo or fuel can change the CG. A revised loadsheet may therefore require a different stabiliser setting.
In a simulator, saved flights, automated assistance and duplicated controller assignments can move trim without an obvious cockpit input. FSX users can follow our practical method for setting and checking trim controls.
Should rudder and aileron trim be neutral for take-off?
Usually, but only when the checklist says so. Some aircraft prescribe rudder trim to account for expected torque or asymmetric forces, while aileron trim is commonly neutral.
Do not preset aileron trim simply to counter a crosswind; use the normal flight controls as the aircraft procedure directs. Unexpected non-neutral trim can also indicate a drifting controller axis or an incorrectly loaded saved state.
What should correct trim feel like at rotation?
Correct take-off trim should produce a manageable, predictable elevator force when the pilot rotates at the specified speed. It should not make the aircraft lift off by itself or remove the need for a deliberate rotation input.
- Excessive pull force may indicate too much nose-down trim, a forward CG, excessive weight, an incorrect rotation speed or restricted elevator travel.
- Very light force or early lift-off may indicate too much nose-up trim, an aft CG or unwanted aft input from a controller.
- A sudden pitch-up can result from excessive nose-up trim combined with aggressive rotation, creating a tailstrike risk.
Trim is not the primary pitch control. Use the elevator to establish the required attitude, then use trim to relieve the sustained control pressure.
Why will the aircraft not rotate with take-off trim set?
A correct-looking trim indicator does not rule out a loading, speed or control problem. Check that the aircraft has reached its calculated rotation speed, the elevator moves fully in the correct direction, the control lock is removed, the flaps match the performance calculation and the CG is within limits.
In a simulator, also check for reversed axes, limited controller travel, duplicate bindings and an autopilot or assistance feature commanding trim. If the aeroplane still feels planted, work through our troubleshooting checks for an aircraft that will not rotate.
In an actual aircraft, abnormal control force or unexpected pitching during the take-off roll requires the published rejected-take-off procedure and operating limits. Do not wind in trim blindly while accelerating in an attempt to force the aircraft airborne.
When should I retrim after take-off?
Retrim after establishing the required climb attitude and airspeed. Hold the attitude with elevator first, then remove the sustained pressure with small trim adjustments.
Acceleration, power changes and flap retraction all alter the required control force, so the take-off trim setting is not necessarily the climb setting. Avoid chasing every small speed fluctuation with trim; stabilise the aeroplane, confirm the desired attitude and then trim it.