Billy hand flies the Cardinal to cruising altitude while monitoring engine temps, OAT, terrain, and communicating with ATC. This flight phase begins with Doug suggesting they review the climb checklist. However, the instructor is a bit devious and part of his aim is to distract Billy from his upcoming turn.

ATC tells them they'll have a higher MVA in about four (4) miles and asks if they can maintain their own terrain obstruction clearance through 5,500'. Billy replies to ATC in the affirmative while Doug refers to the ForeFlight hazard advisor and route profile view.

Billy gets stumped with the ATIS frequency at KAVP (111.6, the LVZ VOR) as the radio won't pull up a frequency number that low on the number #2 communications (COM) radio ! Doug reiterates another maxim we'll hear throughout the trip, "where are we, what's next and what do we need to be doing to prepare for the next event?" But don't get so far ahead of the airplane that you miss what you need to be focused on now.

The OAT is showing a standard lapse rate of 2º per 1,000' and this is comforting; re: decreased chance for convective activity.

Doug advocates hand flying the airplane to cruise altitude. That way if there is anything wrong with the aircraft you've got a better chance of feeling it. Once at altitude, couple up if you can so you free yourself up for what's next - cruise check list. And this includes checking the current weather against the original forecast. If there is a big difference then this could be a clue for changing weather.

View from the pilot in training. What I learned...

"I now hand fly all the way to cruise altitude. If there is something wrong I have a better chance of feeling it. I also keenly monitor engine temps and the OAT. And I will not get stumped by an ATIS channel that broadcasts on a NAV frequency."

BW