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that will produce the most altitude gain in a given
horizontal distance. Best VX airspeed is lower than VY
but higher than minimum controlled airspeed. The VX
results in a steeper climb path, although the aircraft
takes longer to reach the same altitude than it would
at VY. The VX, therefore, is used in clearing obstacles
after takeoff. Since the VX is closer to the stall speed,
caution should be exercised using this speed to
climb so as not to stall the WSC aircraft close to the
ground with potentially catastrophic consequences.
[Figure 6-14]
Climbing flight requires more power than flying level,
as described in chapter 2. When performing a climb, the
normal climb speed should be established and the power
should be advanced to the climb power recommended by the
manufacturer. As the aircraft gains altitude during a climb,
the engine has a loss in power because the same volume of
air entering the engine’s induction system gradually decreases
in density as altitude increases.
During a climb, a constant heading should be held with
the wings level if a straight climb is being performed, or
a constant angle of bank and rate of turn if a climbing turn
is being performed. To return to straight-and-level fl ight,
when approaching the target altitude, increase the speed
to the cruise setting (if different) and decrease throttle for
level fl ight. After the aircraft is established in level fl ight at
a constant altitude and the desired speed, the aircraft should
be trimmed (if equipped with an in fl ight trim system).
In the performance of climbing turns, the following factors
should be considered.
• With a constant power setting, the same pitch attitude
and airspeed cannot be maintained in a bank as in
a straight climb due to the increase in the total lift
required.
• The degree of bank should not be too steep. A steep
bank signifi cantly decreases the rate of climb. The
bank should always remain constant.
• At a constant power setting and turning while climbing,
the WSC aircraft climbs at a slightly shallower climb
angle because some of the lift is being used to turn.
• Attention should be looking at outside references and
scanning for traffi c with no more than 25 percent of
the time looking at inside fl ight deck instruments.
There are two ways to establish a climbing turn. Either
establish a straight climb and then turn, or enter the climb
and turn simultaneously. Climbing turns should be used
when climbing to the local practice area. Climbing turns
allow better visual scanning, and it is easier for other pilots
to see a turning aircraft.
In any turn, the loss of vertical lift and increased induced
drag due to increased angle of attack becomes greater as the
angle of bank is increased. So, shallow turns should be used
to maintain an effi cient rate of climb. All the factors that
affect the aircraft during level (constant altitude) turns affect
it during climbing turns or any other maneuver.
6-14
Figure 6-15. Descent speeds and glide angles.
25
Descent at Minimum Safe Airspeed
Steep Approach
Best Glide
Partial Power Descent
Common errors in the performance of climbs and climbing
turns are:
• A bank angle too high to achieve an effi cient climb.
• A speed too high to achieve an effi cient climb rate.
• A speed that is too low.
• Attempting to exceed the aircraft’s climb capability.
• Inability to keep pitch and bank attitude constant
during climbing turns.
• Attempting to establish climb pitch attitude by
referencing the airspeed indicator, resulting in
“chasing” the airspeed.
Descents and Descending Turns
When an aircraft enters a descent, it changes its fl ightpath
from level to an inclined plane. It is important that the pilot
know the power settings and pitch attitudes that produce the
following conditions of descent.
• Partial power descent—the normal method of losing
altitude is to descend with partial power. This is often
termed “cruise” or “en route” descent. The airspeed
and power setting recommended by the aircraft
manufacturer for prolonged descent should be used.
The target descent rate should be 400–500 fpm.
• Steep approach—the normal maneuver used to
descend at a steep angle. This is typically used to
descend for landing if higher than expected upon
approaching the runway. The throttle is set to idle
and the airspeed is increased so the excessive drag
allows the WSC aircraft to descend at the steepest
　
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