Obilo, shame on you. This is first day of class stuff. You should recall that in straight and level flight Thrust=Drag, and Weight=Lift. If you increase thrust or lift or drag or weight, the aircraft will change its speed, altitude until the T=D, W=L statis is achieved. Now in a perfectly vertical climb, yes the plane will accelerate up until the T=W+D (The wings still generate lift, but in maintaining vertical flight the AOA will be forced to be neutral and the thrust not pointing directly up, but a quick vector diagram will explain) And lift can be ignored.
The point you overlooked is that by saying a plane in an established climb… what you meant is a plane in vertical flight. A standard climb occurs when thrust is increased which in turn increases speed and therefore lift. And lift is exactly what forces the climb. What you are describing is a pure power climb where the thrust is acting parallel to the direction of climb. And the trim is set to negate the effect of lift. The plane doesn’t slow down (ignoring ambient pressure change) it slows accelerating, and reaches a constant speed.
The act of a loop occurs when the thrust is greater than the weight, and then you pitch the plane into vertical flight. As the plane reaches vertical you do not compensate for the lift and the lift is what carries the plane thru the vertical plane and back to the inverted. The lift then transfers from a horizontal direction acting in a positive z-body direction (up relative to the pilot) to a inverted flight where the lift is acting in the negative z-body direction.
Drake, a plane with a less than 1:1 T:W ratio may be able to reach vertical and begin inverting, but the thrust will fail and the plane will basicall fall. The momentum may carry the nose over the back as opposed to the front and it may complete a pseudo-loop, but this is not a true loop. It is just a forced stall where the nose flops over the wrong way. A 747 likely would reach vertical and do a tail slide and fall inverted hopefully to be saved by a skilled pilot. This is not a loop.
Obilo, if in trimmed flight, you increase the thrust the plane will climb and the AOA will stay the same. It Climbs because the lift generated at a higher speed is greater the climb stops where the air pressure drops to a point where the L=W again. I am not quite sure how you are trying to explain the dynamics of a roll, but you are incorrectly using he term lift. You do increase alt. by increasing speed, but when you say increasing lift by the wing, you should say increasing the back pressure on the yoke and in turn increasing AOA. Increasing speed directly increases lift, increasing pitch slows the plane down (except at stall speeds). Becareful to not use lift and pitch interchangably.
This is not any critisism, but it is amazing how little aerodynamics your basic private pilot knows (I have no experience in commercial training). I had to explain most of the actions occuring in flight to my instructor who had over 4000 hours. I was constantly correcting my ground school teacher. He would describe things in oversimplifed ways and negelct any special cases. Depending on the segment discussed he would explain things that worked in practice, but contradicted some other shortcut he explained.
I got off on a tangent here, back to the discussion, i hope this is cohesive.
EE by training, keyboard pounder by trade. More fun and $$ so I can pursue my hobbies: 172 owner/operator & Widgeon (Grumman G44A) Crew Chief, First Officer & First Mate. Sadly not the captain though 