Climbs and Climbing Turns
When an airplane enters a climb, it changes its flightpath from
level flight to a climb attitude. In a climb, weight no longer
acts in a direction solely perpendicular to the flightpath. When
an airplane enters a climb, excess lift must be developed to
overcome the weight or gravity. This requirement to develop
more lift results in more induced drag, which either results
in decreased airspeed and/or an increased power setting to
maintain a minimum airspeed in the climb. An airplane can
only sustain a climb when there is sufficient thrust to offset
increased drag; therefore, climb rate is limited by the excess
thrust available.
The pilot should know the engine power settings, natural
horizon pitch attitudes, and flight instrument indications that
produce the following types of climb:
-Normal climb: performed at an airspeed recommended by
the airplane manufacturer. Normal climb speed is generally
higher than the airplane’s best rate of climb. The additional
airspeed provides for better engine cooling, greater control
authority, and better visibility over the nose of the airplane.
Normal climb is sometimes referred to as cruise climb.
Best rate of climb (VY):produces the most altitude gained
over a given amount of time. This airspeed is typically used
when initially departing a runway without obstructions until it
is safe to transition to a normal or cruise climb configuration.
Best angle of climb (VX):performed at an airspeed that
produces the most altitude gain over a given horizontal
distance. The best angle of climb results in a steeper climb,
although the airplane takes more time to reach the same
altitude than it would at best rate of climb airspeed. The best
angle of climb is used to clear obstacles, such as a strand of
trees, after takeoff.
It should be noted that as altitude increases, the airspeed
for best angle of climb increases and the airspeed for best
rate of climb decreases 
As the airspeed decreases during the climb’s establishment,
the airplane’s pitch attitude tends to lower unless the pilot
increases the elevator flight control pressure. Nose-up elevator
trim should be used so that the pitch attitude can be maintained
without the pilot holding back elevator pressure. Throughout
the climb, since the power should be fixed at the climb power
setting, airspeed is controlled by the use of elevator pressure.
The pitch attitude to the natural horizon determines if the
pitch attitude is correct and should be cross-checked to the
flight instruments to verify climb performance.
Descents and Descending Turns
When an airplane enters a descent, it changes its flightpath
from level flight to a descent attitude.
In a descent, weight no longer acts solely perpendicular to the
flightpath. Since induced drag is decreased as lift is reduced in
order to descend, excess thrust will provide higher airspeeds.
The weight/gravity force is about the same. This causes an
increase in total thrust and a power reduction is required to
balance the forces if airspeed is to be maintained.
The pilot should know the engine power settings, natural
horizon pitch attitudes, and flight instrument indications that
produce the following types of descents:
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 AFM/POH for prolonged descent
should be used. The target descent rate should be 500 fpm.
The desired airspeed, pitch attitude, and power combination
should be preselected and kept constant.
Descent at minimum safe airspeed: a nose-high, power-
assisted descent condition principally used for clearing
obstacles during a landing approach to a short runway.
Some characteristics of the minimum safe airspeed descent are a
steeper-than-normal descent angle, and the excessive power
that may be required to produce acceleration at low airspeed
should “mushing” and/or an excessive rate of descent be
allowed to develop.
Emergency descent: some airplanes have a specific
procedure for rapidly losing altitude. The AFM/POH specifies
the procedure. In general, emergency descent procedures are
high drag, high airspeed procedures requiring a specific
airplane configuration (such as power to idle, propellers
forward, landing gear extended, and flaps retracted) and a
specific emergency descent airspeed. Emergency descent
maneuvers often include turns.
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