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## Climbs 

If a climb is necessary, the pilot should raise the miniature airplane on the attitude indicator no more than one bar width and apply power.  [Figure 17-14] The pilot should not attempt to attain a specific climb speed but accept whatever speed results. The objective is to deviate as little as possible from level flight attitude in order to disturb the airplane’s equilibrium as little as possible. If the airplane is properly trimmed, it assumes a nose-up attitude on its own commensurate with the amount of power applied. Torque and P-factor cause the airplane to have a tendency to bank and turn to the left. This must be anticipated and compensated for. If the initial power application results in an inadequate rate of climb, power should be increased in increments of 100 rpm or 1 inch of manifold pressure until the desired rate of climb is attained. Maximum available power is seldom necessary. The more power that is used, the more the airplane wants to bank and turn to the left. Resuming level flight is accomplished by first decreasing pitch attitude to level on the attitude indicator using slow but deliberate pressure, allowing airspeed to increase to near cruise value, and then decreasing power. 

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## Descents 

Descents are very much the opposite of the climb procedure if the airplane is properly trimmed for hands-off straight- and-level flight. In this configuration, the airplane requires a certain amount of thrust to maintain altitude. The pitch attitude is controlling the airspeed. The engine power, therefore, (translated into thrust by the propeller) is maintaining the selected altitude. Following a power reduction, however slight, there is an almost imperceptible decrease in airspeed. However, even a slight change in speed results in less down load on the tail, whereupon the designed nose heaviness of the airplane causes it to pitch down just enough to maintain the airspeed for which it was trimmed. The airplane then descends at a rate directly proportionate to the amount of thrust that has been removed. Power reductions should be made in increments of 100 rpm or 1 inch of manifold pressure and the resulting rate of descent should never exceed 500 fpm. The wings should be held level on the attitude indicator, and the pitch attitude should not exceed one bar width below level. [Figure 17-15] 

## Combined Maneuvers 

Combined maneuvers, such as climbing or descending turns, should be avoided if at all possible by an untrained instrument pilot already under the stress of an emergency situation. Combining maneuvers only compound the problems 

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