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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 proficiency 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 flight 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 flightpath. 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 (V$_{Y}$) speed as discussed below. Faster airspeeds should be used for climbing in turbulent air. 

•  Best rate of climb (V$_{Y}$)—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 V$_{Y}$ 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 V$_{Y}$ 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 

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