The GFM or POH provides useful information about  recommended power settings and target airspeed for best  angle of climb, best rate of climb, best cooling performance  climb, and cruise performance while in powered flight.  If full throttle operation is time limited to reduce engine  wear, the GFM/POH describes the recommended operating  procedures. Aircraft performance includes weight and  balance limits, minimum and maximum front seat weight  restrictions, maximum permitted airspeed with engine  extended, maximum airspeed to extend or retract the engine,  flap operating airspeed range, air brake operating airspeed  range, maneuvering speed, rough air speed limitations, and  never-exceed speed. The engine heats up considerably during takeoff and climb,  so cooling system mismanagement can lead to dangerously  high temperatures in a short time. An overheated engine  cannot supply full power, meaning climb performance is  reduced. Extended overheating can cause an inflight fire.  To minimize the chances of engine damage or fire, monitor  engine temperatures carefully during high power operations,  observing engine operating limitations described in the  GFM/POH. Many self-launching gliders have a time limitation on full  throttle operation to prevent overheating and premature  engine wear. If the self-launching glider is equipped with  cowl flaps for cooling, make certain the cowl flaps are set  properly for high power operations. In some self-launching  gliders, operating at full power with cowl flaps closed can  result in overheating and damage to the engine in as little as 2  minutes. If abnormally high engine system temperatures are  encountered, follow the procedures described in the GFM/ POH. Typically, these require reduced power with higher  airspeed to enhance engine cooling. Cowl flap instructions  may be provided as well. If these measures are ineffective  in reducing high temperatures, the safest course of action  may be to shut down the engine and make a precautionary  landing. A safe landing, whether on or off the airport, is  always preferable to an inflight fire. Handling limitations for a given self-launching glider may be  quite subtle and may include minimum controllable airspeed  with power on, minimum controllable airspeed with power  off, and other limitations described in the GFM/POH. Self- launching gliders come in many configurations. Those with a  top-mounted retractable engine and/or propeller have a thrust  line that is quite distant from the longitudinal axis of the  glider. The result is that significant changes of power settings  tend to cause substantial pitch attitude changes. For instance,  full power setting in these self-launching gliders introduces a  nose-down pitching moment because the engine thrust line is  high above the longitudinal axis of the glider. To counteract  Engines reach high operating temperatures during extended  high-power operations. To reduce or eliminate shock cooling  Turns are accomplished with a shallow bank angle because  steep banks result in a greatly reduced rate of climb. As with  all turns, properly coordinated aileron and rudder movement  result in a more efficient flight and faster climb rate. The pilot  should scan for other aircraft traffic before making any turn. Detailed engine shutdown procedures are described in the  GFM/POH. A guide to shutdown procedures is described  below, but the GFM/POH is the authoritative source for any  self-launching glider. When climbing under power, most self-launching gliders  exhibit a left or right turning tendency (depending on whether  the propeller is turning clockwise or counterclockwise) due  to P-factor. P-factor is caused by the uneven distribution of  thrust caused by the difference in the angle of attack (AOA) of the ascending propeller blade and the descending propeller  blade. Use the rudder to counteract P-factor during climbs  with power.  [Figure 7-25] During climb-out, the pilot should hold a pitch attitude that  results in climbing out at the desired airspeed, adjusting  elevator trim as necessary. As previously stated, climbs in  self-launching gliders are best managed with smooth control  inputs; when power changes are necessary, make smooth and  gradual throttle adjustments. this pitching moment, the pilot holds the control stick back  pressure and trim. If power is quickly reduced from full power  to idle power while holding an control up stick force, the  glider tends to pitch up with the power reduction. This nose- pitching moment may be vigorous enough to induce aircraft  stall. Smooth and coordinated management of power and flight  control provides the safest procedure under these conditions. The red arrow represents P-factor, where the decending  propeller blade in a climb has a greater angle of attack  than the opposite climbing propeller blade, resulting in  more thrust on the right blade than on the left blade. Without rudder input from the pilot, the glider tends to turn left during a climb. P-factor: effects of propeller thrust in a climb Figure 7-25.  P-factor. 7-20