rate of altitude gain. Trim is usually set at the V$_{Y}$ or  higher. In the performance of climbing turns, the following factors  should be considered.  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 flight. 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 flight trim system).  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 efficient rate of climb. All the factors that  affect the aircraft during level (constant altitude) turns affect  it during climbing turns or any other maneuver.  •   Best angle of climb (V$_{X}$)—performed at an airspeed  that will produce the most altitude gain in a given  horizontal distance. Best V$_{X}$ airspeed is lower than V$_{Y }$ but higher than minimum controlled airspeed. The V$_{X}$  results in a steeper climb path, although the aircraft  takes longer to reach the same altitude than it would  at V$_{Y}$. The V$_{X}$, therefore, is used in clearing obstacles  after takeoff. Since the V$_{X}$ 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] •  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 significantly 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 traffic with no more than 25 percent of  the time looking at inside flight deck instruments. 25 Best angle-of-climb airspeed (V$_{X}$) gives the greatest altitude gain  in the shortest horizontal distance. Best rate-of-climb airspeed (V$_{y}$) gives the greatest altitude gain in  a given unit of time. Figure 6-14. Best angle of climb (V$_{X}$) versus best rate of climb (V$_{Y}$). 6-13