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the wing balances the inherent lateral stability of the aircraft.
At any given airspeed, roll pressure is not required to maintain
the bank. If the bank is allowed to increase from a medium
to a steep bank, the radius of turn decreases further.
A steep bank is similar to a medium bank but all factors
increase. Roll and pitch control pressures must increase,
throttle must increase further to maintain altitude, and the
G forces increase signifi cantly. Students should build up
to steep banked turns gradually after perfecting shallow
6-11
Figure 6-12. Angle of airspeed and bank regulate rate and radius of turn.
30° angle of bank
When airspeed is held constant,
a larger angle of bank will result
in a smaller turn radius and a
greater turn rate.
Constant Airspeed
20° angle of bank
10° angle of bank
40 knots
When angle of bank is held
constant, a lower airspeed will
result in a smaller turn radius
and greater turn rate.
Constant Angle of Bank
50 knots
60 knots
6-12
Figure 6-13. When a WSC aircraft stabilizes in a descent or a climb, the flightpath is a declined or inclined plane.
Descending Ascending
Declined Plane
Flight Path
Inclined Plane
Flight Path
Instruction in level turns should begin with changing attitude
from level to bank, bank to level, and so on with a slight pause
at the termination of each phase. This pause allows the WSC
to free itself from the effects of any misuse of the controls
and ensures a correct start for the next turn. During these
exercises, the idea of control forces, rather than movement,
should be emphasized by pointing out the resistance of the
controls to varying forces applied to them.
Common errors in the performance of level turns are:
• Failure to adequately clear the area before beginning
the turn.
• Attempting to sit up straight, in relation to the ground,
during a turn, rather than riding with the aircraft.
• Failure to maintain a constant bank angle during the
turn.
• Gaining profi ciency in turns in only one direction.
• Failure to coordinate the angle of attack to maintain
the proper airspeed.
• Failure to coordinate the use of throttle to maintain
level fl ight.
• Altitude gain/loss during the turn.
Climbs and Climbing Turns
When an aircraft enters a climb, it changes its fl ightpath
from level fl ight to an inclined plane or climb attitude. As
discussed in chapter 2, weight in a climb no longer acts in a
direction perpendicular to the fl ightpath. It acts in a rearward
direction. This causes an increase in total drag requiring an
increase in thrust (power) to balance the forces. An aircraft
can only sustain a climb angle when there is suffi cient thrust
to offset increased drag; therefore, climb is limited by the
thrust available. [Figure 6-13]
Like other maneuvers, climbs should be performed using
outside visual references and flight instruments. It is
important that the pilot know the engine power settings
and pitch attitudes that produce the following conditions
of climb:
• Normal climb—performed at an airspeed recommended
by the aircraft manufacturer. Normal climb speed is
generally the WSC best rate of climb (VY) speed as
discussed below. Faster airspeeds should be used for
climbing in turbulent air.
• Best rate of climb (VY)—the airspeed at which an
aircraft will gain the greatest amount of altitude in a
given unit of time (maximum rate of climb in feet per
minute (fpm)). The VY made at full allowable power
is a maximum climb. This is the most effi cient speed
because it has the best lift over drag ratio for the
aircraft. This speed is also the best glide ratio speed
used for going the greatest distance for the amount
of altitude, as discussed later in this chapter. Each
aircraft manufacturer is different but a good rule of
thumb is that the VY is 1.3 times the stall speed. It
must be fully understood that attempts to obtain more
climb performance than the aircraft is capable of by
increasing pitch attitude results in a decrease in the
6-13
Figure 6-14. Best angle of climb (VX) versus best rate of climb (VY).
25
Best angle-of-climb airspeed (VX)
gives the greatest altitude gain
in the shortest horizontal distance. Best rate-of-climb airspeed (Vy)
gives the greatest altitude gain in
a given unit of time.
rate of altitude gain. Trim is usually set at the VY or
higher.
• Best angle of climb (VX)—performed at an airspeed
　
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