AFH 3-20

To return to straight-and-level flight from a climb, it is necessary to begin leveling-off prior to reaching the desired altitude. Level-off should begin at approximately 10 percent of the rate of climb. For example, if the airplane is climbing at 500 feet per minute (fpm), leveling off should begin 50 feet prior to reaching the desired altitude. The pitch attitude should be decreased smoothly and slowly to allow for the airspeed to increase. A loss of altitude may result if the pitch attitude is changed too rapidly without allowing the airspeed to increase proportionately. After the airplane is established in level flight at a constant altitude, climb power should be retained temporarily so that the airplane accelerates to the cruise airspeed. When the airspeed reaches the desired cruise airspeed, the throttle setting and the propeller control, if equipped, should be set to the cruise power setting and the airplane re-trimmed. Climbing Turns 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 airplane climbs at a slightly shallower climb angle because some of the lift is being used to turn the airplane. ⦁ Steep bank angles significantly decreases the rate of climb. The pilot should establish and maintain an appropriate constant bank during the turn. ⦁ The pilot should maintain a constant airspeed and constant rate of turn in both right and left turns. The coordination of all flight controls is a primary factor. All the factors that affect the airplane during level constant-altitude turns affect the airplane during climbing turns. Compensation for the inherent stability of the airplane, overbanking tendencies, adverse yaw, propeller effects, reduction of the vertical component of lift, and increased drag needs to be managed by the pilot through the manipulation of the flight controls. Climbing turns may be established by entering the climb first and then banking into the turn or climbing and turning simultaneously. During climbing turns, as in any turn, the loss of vertical lift should be compensated by an increase in pitch attitude. When a turn is coupled with a climb, the additional drag and reduction in the vertical component of lift need to be further compensated for by an additional increase in elevator back pressure. When turns are simultaneous with a climb, it is most effective to limit the turns to shallow bank angles. This provides for an efficient rate of climb. If a medium or steep banked turn is used, climb performance is degraded or possibly non-existent. Common errors in the performance of climbs and climbing turns are: 1. Attempting to establish climb pitch attitude by primarily referencing the airspeed indicator and chasing the airspeed. 2. Applying elevator pressure too aggressively resulting in an excessive climb angle. 3. Inadequate or inappropriate rudder pressure during climbing turns. 4. Allowing the airplane to yaw during climbs usually due to inadequate right rudder pressure. 5. Fixation on the airplane’s nose during straight climbs, resulting in climbing with one wing low. 6. Initiating a climbing turn without coordinated use of flight controls, resulting in no turn and a climb with one wing low. 7. Improper coordination resulting in a slip that counteracts the rate of climb, resulting in little or no altitude gain. 8. Inability to keep pitch and bank attitude constant during climbing turns. 9. Attempting to exceed the airplane’s climb capability. 10. Using excessive forward elevator pressure during level-off resulting in a loss of altitude or excessive low G-force. Descents and Descending Turns When an airplane enters a descent, its attitude changes from level flight to flight with a descent profile. [Figure 3-22] 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.