As always, the Cessna operations and flight manual, and the advice of a certified flight instructor, should be your primary source of information regarding the safe operation of your aircraft.
Contents:
Normal: best rate
Normal: cruise climb
High Altitude climb
Selecting a climb speed and configuration can be a simple matter, but at times the various tricks of experience can be of great value. This is especially true on a hot day. But let's start with normal climb. There are differences of opinion: some prefer to climb hard and fast, while others go for a cruise climb.
Normal climb: best rate
A normal takeoff will result in the aircraft set for top-of-the-green operation, ready for your first power reduction.On a bumpy day or when IFR it may be desirable to climb at maximum rate until you reach smooth air or your assigned altitude. This includes climbs at the standard IFR rate of 500 fpm, although most Cardinals can maintain higher climb rates for the first several thousand feet.
Power setting for a best rate climb is easy: leave everything at the top of the green and aim for Vy. Most Cardinals climb best around 90 knots, although this is one are where I hope other Cardinal owners pitch in with there experience.
In this situation you will appreciate the rudder trim found on all Cardinals. In most airplanes a high power climb will require either uncoordinated flight or a lot of right rudder on the way up. In the Cardinal, just adjust the rudder trim and relax.
In some situations the rudder will need a little tap in order to get set in a centered position. Whether this has to do with the trim, a sticky ball in the T&B or what I can't say, but I find that a little tap one way then the other helps it settle in.
Key items to remember: leave the cowl flaps open, they will help move air through the cowl.
Trim to keep the ball in the middle. Just a little off will reduce climb noticeably. The ball should be in good calibration.. check out this page for information on how to calibrate it.
Watch the cylinder temps carefully to keep them below 400 degrees F. This should be a limiting temperature for an extended climb.
Lean the engine right from the ground. Cardinals do not need or respond well to the flight school routine of only leaning above 3,000 feet. One exception is if you have heat management problems.
This is a good place for a debate: If you're running lean of peak, should you run that way from the ground up or only in cruise?
In my opinion, max climb is the wrong time for lean of peak operation. Save that for lower power settings and cruise flight.
If you are in a critical situation where max climb is needed, lean to the best power setting based on the placard that should be on just below the throttle.
Finally, keep an eye on the oil temperature. Most Cardinals cruise with the needle at about the E in 'temp' but you will run a little hotter in a max rate climb. Where cylinders will offer a short-term clue about heat, in the long run the heat will show more in the oil.
Wishing for a little more climb? You can get it with Roy Sobchuck's wing tips.
Normal climb: cruise climb
Sometimes you are not in a hurry to climb. Perhaps the air is smooth, with fall colors below. Or perhaps you are concerned about headwinds above and prefer to check out conditions at several altitudes on your way up.In situations like this, a cruise climb is much preferred. I usually use a cruise climb on the (possibly mistaken) notion that I'll get further down the road with my fuel.
The usual routine is to pull manifold pressure first, back to your preferred setting. Check out the power setting page for details.
In cruise climb you can almost completely set up for cruise. Close the cowl flaps, lean aggressively and set your autopilot.
In the perfect world you'll have an autopilot, like this one, that will let you
set the climb speed, and you can set it for something gentle like
100 FPM. That and patience will get you a lot of altitude. Keep in mind that the Cardinal stabilator is powerful, and the trim is very solid on speed. As you climb your power will drop and the same speed will result in a lower climb rate. You will either have to adjust your trim speed or your power (preferred) in order to maintain a constant rate of climb.
Normally one would move the throttle in as you climb to make this adjustment, to the point where it is probably fully open at about 8000 feet.
As always, watch the oil temperature, with the requirement that it be kept below red line. If you have trouble doing that, check out the Heat Management page.
Climbing at high altitude
Things do change when you're up high. I'll be asking our turbo charged owners to fill in most of this, but I do have a couple of hints.First, remember that RPM's add power just as well as the throttle does. Often we set our RPMs early in the climb and leave it there, even into the flight levels. But check out the chart in your operations manual: after you're at full throttle the only way to add power is with RPM changes.
The thinner air also keeps the wings from working as well. You will have to climb at a lower rate and watch your attitude. On some occasions I've found better climb rates by holding an attitude rather than either a rate of climb or airspeed. This is especially true in turbulence or mountain wave situations.
A little extra wingspan will help out a lot in high altitude operations. Roy Sobchuck can help you out.
If you find yourself unable to climb you may have reached the limit. But there is one trick: adding a little flap. Since the first 5 degrees of flap extension simply adds area to the wing, a little flap can increase your wing without adding drag.
This is particularly useful while IFR in mountain wave. It can pull you down below safe altitudes, in spite of that theory that wind won't blow through rocks. A little flap can help in this emergency, as long as you don't also have ice. Only one emergency allowed at a time!